Rail Vehicle Structures and Passive Safety Iss...of a rail vehicle, primary and secondary, are...

Railway Group StandardGMRT2100Issue: SixDate: March 2020

Rail Vehicle Structuresand Passive Safety

Synopsis

This document sets out requirementsfor the design and integrity of primaryand secondary rail vehicle structures,including interior crashworthiness.

Copyright in the Railway Group documents is owned by RailSafety and Standards Board Limited. All rights are herebyreserved. No Railway Group document (in whole or in part)may be reproduced, stored in a retrieval system, ortransmitted, in any form or means, without the prior writtenpermission of Rail Safety and Standards Board Limited, or asexpressly permitted by law.

RSSB members are granted copyright licence in accordancewith the Constitution Agreement relating to Rail Safety andStandards Board Limited.

In circumstances where Rail Safety and Standards BoardLimited has granted a particular person or organisationpermission to copy extracts from Railway Group documents,Rail Safety and Standards Board Limited accepts noresponsibility for, nor any liability in connection with, the useof such extracts, or any claims arising therefrom. Thisdisclaimer applies to all forms of media in which extractsfrom Railway Group documents may be reproduced.

Published by RSSB

© Copyright 2020Rail Safety and Standards Board Limited

Uncontrolled when printed. Supersedes GMRT2100 Issue 5 with effect from 06/06/2020

Issue record

Issue Date Comments

One July 1994 Original document

Supersedes GM/TT0265

Two April 1997 Supersedes issue one

Three October 2000 Supersedes issue two as a result of review

Incorporates and supersedes the requirements ofGM/TT0179 and GM/TT0303

Four December2010

Supersedes GM/RT2100 issue three, GM/RT2101issue one, GM/RT2260 issue three, GM/RT2456issue two, GM/RT2457 issue one, GM/RT2463issue one, AV/ST9001 issue one and Part 3 of GM/RT2160 issue three, clauses 4.2, 5.5 and 5.7 ofGM/RT2162 issue one and clauses 4.1 - 4.5inclusive, 4.7 and 4.8 of GM/RT2190 issue two.

Five June 2012 Supersedes issue four

Small scale change amendment to include twonew clauses in the standard at 8.1.1 and 8.1.2reinstating a measure omitted at the previousrevision but with two new measures andrenumbering the existing clauses in 8.1.

Six March 2020 Supersedes issue five

Only contains requirements which are classified asnational technical rules (NTRs) in accordance withthe Railways (Interoperability) Regulations 2011(as amended). Other requirements which are notNTRs, but are considered useful by industry, arecontained in RIS-2780-RST issue one.

Revisions have not been marked by a vertical black line in this issue because thedocument has been revised throughout.

Superseded documents

The following Railway Group documents are superseded, either in whole or in part asindicated:

Note: The listed documents are superseded by the combination of GMRT2100 issue sixand RIS-2780-RST issue one.

Railway Group StandardGMRT2100Issue: SixDate: March 2020 Rail Vehicle Structures and Passive Safety

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Superseded documents Sections superseded Date whensections aresuperseded

GMRT2100 issue five All 06/06/2020

GMGN2685 issue one All 06/06/2020



GMGN2688 issue two All 06/06/2020

Supply

The authoritative version of this document is available at www.rssb.co.uk/railway-group-standards.Enquiries on this document can be submitted through the RSSB Customer Self-Service Portal https://customer-portal.rssb.co.uk/

Rail Vehicle Structures and Passive Safety


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http://www.rssb.co.uk/railway-group-standards

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Contents

Section Description Page

Part 1 Purpose and Introduction 51.1 Purpose 51.2 Introduction 5

Part 2 Vehicle design 82.1 Aerodynamic loads 82.2 Tank wagons 102.3 Interior passive safety 11

Part 3 Application of this document 123.1 Scope 123.2 Exclusions from scope 123.3 General enter into force date 123.4 Exceptions to general enter into force date 123.5 Applicability of requirements for projects already underway 123.6 Deviations 123.7 Health and safety responsibilities 13

Appendices 14Appendix A Interior passive safety 14Appendix B Good practice guide for secondary impact assessment 49Appendix C Bodyside windows - small missile test procedure 54Appendix D Bodyside windows - passenger containment test procedures 56Appendix E Bodyside windows - pressure pulse test procedures 59Appendix F Dynamic test procedures for passenger seats and tables 62Appendix G Not usedAppendix H Preparation and set up of Anthropomorphic Test Devices (ATDs) 66Appendix I Not usedAppendix J Measurements and data for dynamic testing 70Appendix K Injury criteria assessment 74Appendix L Residual space 79

Definitions 82

References 86


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Part 1 Purpose and Introduction

1.1 Purpose

1.1.1 This document sets out national technical rules (NTRs) for the structural design of railvehicles, including modifications, to withstand foreseeable loads arising fromintentional operation and unintentional circumstances.

1.1.2 The detailed objectives, in the context of the design characteristics of the rail vehicle,are to minimise the risks of:

a) Structural damage to a vehicle.b) A damaged vehicle affecting the railway infrastructure and operations, which

could also affect people not on the vehicle.c) Structural damage affecting the required continued operation of the vehicle

(mechanical strength and critical systems), which may prevent the vehicle fromstopping in a suitable place.

d) Injuries to staff, passengers and third parties.

1.2 Introduction

1.2.1 Background

1.2.1.1 The implementation of the technical specifications for interoperability (TSIs)mandated through a series of European Union directives has resulted in a review ofall requirements mandated in Railway Group Standards (RGSs).

1.2.1.2 A number of European Standards (Euronorms, ENs) have been published followingpublication of the TSIs. Where these ENs are considered complete and a suitablesubstitute for RGS requirements, reference to the EN is made.

1.2.1.3 For the purposes of this document:

a) Primary structural elements are vehicle bodies, bogies, couplers, axleboxes andequipment attached to the exterior.

b) Secondary structural elements are those which interface directly with passengersor traincrew, in particular:

i) Windscreens (see BS EN 15152:2019 and RIS-2780-RST).ii) Windows (see section A.9 of this document).iii) Doors (see BS EN 14752:2019, RIS-2747-RST and RIS-2780-RST).iv) Gangways (see BS EN 16286-1:2013 and RIS-2780-RST).v) Interiors: for example, seats, tables, panelling and partitions (see sections A.

10 to A.15 of this document).

1.2.1.4 The intention of the mandatory requirements is to ensure that all structural elementsof a rail vehicle, primary and secondary, are designed to a common standard.Specifically, it is intended that the secondary structural elements of vehicles arecompatible with dynamic loadings that might be imposed due to a collision,derailment or sudden unexpected movement due to heavy braking or trackirregularities.



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1.2.1.5 Most of the load cases for primary structures given in BS EN 12663-1:2010+A1:2014,BS EN 12663-2:2010 and BS EN 13749:2011 are equivalent to those contained inhistorical standards, such as International Union of Railways (Union Internationaledes Chemins de fer, UIC) leaflets, earlier versions of RGSs and British Rail load casedocuments.

1.2.2 Principles

1.2.2.1 The requirements of this document are based on the following principles.

1.2.2.2 This document sets out requirements that meet the characteristics of NTRs and areapplicable to the Great Britain (GB) mainline railway system. Compliance with NTRs isrequired under the Railways Interoperability Regulations (RIR) 2011 (as amended).

1.2.2.3 The NTRs in this document are used for the following purposes:

a) To fill identified open points in TSIs.b) To support GB or UK specific cases in TSIs.c) To identify and specify alternatives permitted by TSIs.d) To enable technical compatibility between vehicles that conform to the

requirements of the TSIs, and the existing vehicles.

1.2.2.4 The principal requirements for rail vehicle structures are set out in the Locomotive andPassenger Rolling Stock (LOC & PAS) and Freight Wagon (WAG) TSIs, and the NTRs inthis document apply in the following contexts:

a) LOC & PAS TSI:

i) General structural requirements for passenger vehicle bodyshells are set outin section 4.2.2 of the LOC & PAS TSI. This refers toEN 12663-1:2010+A1:2014, EN 15227:2008+A1:2010, EN 15663:2009/AC:2010 and EN 16404:2014.

ii) General structural requirements for bogies are set out in clause 4.2.3.5.1 ofthe LOC & PAS TSI. This refers to EN 13749:2011.

iii) Requirements for lifeguards are set out in clause 4.2.3.7 of theLOC & PAS TSI.

iv) Considerations for interior passive safety are set out in clause 7.5.2.1 of theLOC & PAS TSI. This permits member states to use national rules to cover"the risk of injuries to passengers in case of accidents or terrorist attacks".

b) WAG TSI:

i) General structural requirements for vehicle bodies are set out in sections4.2.2 and 6.2.2.1 of the WAG TSI. This refers to EN 12663-2:2010.

ii) General structural requirements for running gear are set out in clauses4.2.3.6 and 6.1.2.1 of the WAG TSI. This refers to EN 13749:2011.

1.2.3 Structure of this document

1.2.3.1 Where relevant, the national rules relating to relevant TSI parameters have beenidentified together with the relevant clause from the TSI.

1.2.3.2 This document sets out a series of requirements that are sequentially numbered. Thisdocument also sets out the rationale for the requirement, explaining why the


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requirement is needed and its purpose and, where relevant, guidance to support therequirement. The rationale and the guidance are prefixed by the letter ‘G’.

1.2.3.3 Some subjects do not have specific requirements but the subject is addressed throughguidance only and, where this is the case, it is distinguished under a heading of‘Guidance’ and is prefixed by the letter ‘G’.

1.2.4 Related requirements in other documents

1.2.4.1 Railway Group Standard GMRT2400 issue six contains requirements that are relatedto the scope of this document.

1.2.5 Supporting documents

1.2.5.1 Rail Industry Standard RIS-2780-RST issue one is harmonised with requirements inthis Railway Group Standard.

1.2.6 Approval and authorisation of this document

1.2.6.1 The content of this document was approved by the Rolling Stock StandardsCommittee on 14 February 2020.

1.2.6.2 This document was authorised by RSSB on 27 February 2020.



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Part 2 Vehicle design

2.1 Aerodynamic loads

2.1.1 Generation of pressure pulses by vehicles

2.1.1.1 Trains with a maximum speed above 160 km/h (100 mph) and lower than 250 km/h(155 mph) shall not generate a peak to peak pressure pulse greater than 1.44 kPa.

2.1.1.2 Pressure pulse magnitudes shall be established by testing, calculation, comparisonwith other vehicles, or by a combination of these, under these conditions:

a) For open air conditions on a calm day.b) Measured at a position corresponding to the semi-width and height of the

maximum body width on the near side of a stationary passenger train.c) On a straight stretch of adjacent track at nominal 3.4 m track centres.

Rationale

G 2.1.1.3 This requirement satisfies the specific case 7.3.2.8 for clause 4.2.6.2 in the LOC &PAS TSI. It controls the hazards associated with pressure pulses; these pressure pulsesare higher on the GB mainline railway due to the tracks being closer together thanTSI-compliant infrastructure. The 1.44 kPa value reflects GB historical practice.

Guidance

G 2.1.1.4 This requirement applies to any part of the train, including pressure pulses generatedby the nose to nose connections of multiple train formations. In practice, leadingends are likely to generate the greatest magnitiude pressure pulses.

G 2.1.1.5 See also BS EN 14067-2:2003 and BS EN 14067-4:2013.

2.1.2 Design for aerodynamic loads

2.1.2.1 Items mounted on the exterior of a vehicle shall be designed to withstand theaerodynamic loads sustained over the service life of the vehicle.

Rationale

G 2.1.2.2 This is relevant to clause 4.2.2.7 of the LOC & PAS TSI. It controls the risks of externalitems becoming detached due to aerodynamic loads, which can be higher on the GBmainline railway due to the lines being closer together.

Guidance

G 2.1.2.3 Items mounted on the exterior of a vehicle include:

a) Windscreens.b) Bodyside windows.c) Doors.d) Gangways.e) Canopies, fairings or other mouldings attached to the bodyshell.f) Equipment cases.


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g) Access hatches (bodyside or in equipment cases).h) Access panels.i) Underframe skirts.j) Coupler hatches.

This list is not exhaustive.

G 2.1.2.4 Clause 6.6.5 of BS EN 12663-1:2010 is not normative in the LOC & PAS TSI, butrequires the design to consider the relevance of aerodynamic load effects for analysispurposes, associated with:

a) Trains passing at high speed.b) Tunnel operations.c) Exposure to high winds.

G 2.1.2.5 See also the BS EN 14067 series of standards.

2.1.3 Quasi-static aerodynamic loads

2.1.3.1 For vehicles with a maximum speed of 200 km/h (125 mph) or below, all structuralelements or items of equipment attached to the vehicle shall resist as a proof loadcase a uniform pressure load of 2.5 kPa without damage or significant permanentdeformation. This load shall be applied independently on both external and internalsurfaces.

2.1.3.2 For vehicles intended for operation at speeds above 200 km/h (125 mph), or wherethe vehicles are pressure sealed, an assessment of applicable quasi-static pressureloads shall be undertaken, and an equivalent quasi-static pressure load shall bederived.

Rationale

G 2.1.3.3 This is relevant to clause 4.2.2.7 of the LOC & PAS TSI. It controls the risks of externalitems becoming detached due to aerodynamic loads, which can be higher on the GBmainline railway due to the lines being closer together. The pressure of 2.5 kParepresents the maximum differential aerodynamic pressure which would normally beexpected to act on windows in unsealed vehicles.

Guidance

G 2.1.3.4 The capability to withstand the quasi-static aerodynamic loads can be demonstratedby testing, calculation, comparison with other vehicles, or by a combination of these.

G 2.1.3.5 On unsealed vehicles there is a tendency for internal and external pressures toequalise; this is not so on sealed vehicles. It is good practice therefore to take accountof the more severe aerodynamic vehicle loadings on the windows and supportingstructures of sealed vehicles.



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2.1.4 Transient pressure loads

2.1.4.1 Vehicles with pressure-sealing and / or a maximum speed above 200 km/h (125 mph)shall be designed to withstand maximum transient pressure loads caused by passingtrains and by entering, passing through and exiting tunnels.

2.1.4.2 The effect of aerodynamic transient pressure loads shall be included in the fatiguelife assessment of the vehicle and its components.

Rationale

G 2.1.4.3 These requirements are relevant to clause 4.2.2.4 of the LOC & PAS TSI. They controlthe risks of damage to the vehicle from aerodynamic loads, which can be higher onthe GB mainline railway due to the lines being closer together, and tunnels being ofreduced bore compared to mainland Europe.

Guidance

G 2.1.4.4 The transient pressure loads for vehicles that are not pressure-sealed with maximumspeeds below 200 km/h (125 mph) are well-understood and are covered by the proofload case specified in clause 2.1.3.1.

G 2.1.4.5 The capability of vehicles to withstand the maximum pressure loads, including thetransient pressure loads caused by a train entering, passing through and exitingtunnels, can be demonstrated by testing, calculation, comparison with other vehicles,or by a combination of these.

G 2.1.4.6 In determining transient pressure loads, GB practice is to include the aerodynamiceffects due to:

a) Train and formation length.b) Train cross-section.c) Leading and trailing end shape.d) Tunnel cross section, including effects due to portal geometry on entry and exit.e) Tunnel length.f) Ventilation shafts or cross-passages.g) Single and double track tunnels.h) Other train types likely to be encountered.i) Relative entry times of trains entering a tunnel.j) Operational speeds.


G 2.1.4.7 In many cases the contribution to cumulative fatigue damage will be sufficientlyslight for this to be discounted by inspection of the predicted stress magnitudesresulting from transient pressure loadings.

2.2 Tank wagons

2.2.1 Tank wagons designed to carry dangerous goods shall be provided with additionalend protection where there is less than 920 mm clearance between theuncompressed buffer face and the end of the tank.


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2.2.2 This end protection shall:

a) Extend upwards from the buffer centreline for at least 500 mm; andb) Be designed with smooth surfaces and without sharp edges or corners.

Rationale

G 2.2.3 This requirement is the agreed exception from the Regulations concerning theInternational Carriage of Dangerous Goods by Rail (RID), for compatibility with GBlegacy vehicles. It addresses the hazards associated with overriding in the event of acollision or derailment.

G 2.2.4 The use of smooth surfaces and the avoidance of sharp corners reduces the risk ofpuncturing or damaging the tank end if the end protection is deformed or deflected.

Guidance

G 2.2.5 The requirement for smooth surfaces and no sharp edges or corners is specifically forareas likely to contact the tank if the end protection is deformed or deflected in theevent of a collision or derailment.

2.3 Interior passive safety

2.3.1 The requirements of Appendix A shall apply to all areas of a vehicle interior which areaccessible to passengers, personnel or traincrew in normal service.

Rationale

G 2.3.2 This is the national technical rule to fulfil the alternative requirements permitted byclause 7.5.2.1 of the LOC & PAS TSI.

G 2.3.3 This rule does not prevent the access of TSI compliant rolling stock operating acrossmember state borders into the GB national network.

Guidance

G 2.3.4 This requirement controls the consequence and severity of injuries to passengers,personnel and traincrew in the event of an accident in which secondary impacts mayoccur with seats, tables, glazing, and other fixtures and fittings.



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Part 3 Application of this document

3.1 Scope

3.1.1 If a change to a vehicle is considered new, renewal or upgrade as defined in theRailways (Interoperability) Regulations 2011 (as amended), then all or part of thevehicle is required to comply with the LOC & PAS TSI and other relevant TSIs andNTRs, unless given exemptions allowed for in the Regulations.

3.1.2 The requirements of this document apply to all new and modified (excluding like-for-like replacement of components) vehicles where clause 3.1.1 applies to thesubsystem.

3.1.3 Action to bring existing vehicles into compliance with the requirements of thisdocument is not required.

3.2 Exclusions from scope

3.2.1 The requirements in this document are not applicable to the following types ofvehicles:

a) On-track machines; andb) On-track plant.

3.3 General enter into force date

3.3.1 The requirements in this document enter into force from 06 June 2020, except whereexceptions to the general enter into force date are specified.

3.3.2 Where the dates specified in clause 3.4 are later than the general enter into forcedate, this is to allow sufficient time to achieve compliance with the specifiedexceptions.

3.4 Exceptions to general enter into force date

3.4.1 The requirement in clause K.24 to measure the viscous criterion (V*C) and theinstantaneous abdominal deflection (67 mm limit) shall come into force on 6th June2022. Until that date, the frangible abdomen device described in clause K.25 (40 mmdeflection limit) can continue to be used to assess abdominal injury.

3.5 Applicability of requirements for projects already underway

3.5.1 The Office of Rail and Road (ORR) can be contacted for clarification on the applicablerequirements where a project seeking authorisation for placing into service is alreadyunderway when this document enters into force.

3.6 Deviations

3.6.1 Where it is considered not reasonably practicable to comply with the requirements ofthis document (including any requirement to comply with a TSI requirement referred


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to in the Scope), permission to comply with a specified alternative should be sought inaccordance with the deviation process set out in the Railway Group Standard Code.

3.6.2 In the case where TSI compliance is required for a new, renewed or upgraded vehicleor structural subsystem, the derogation process to be followed is set out in theRailways (Interoperability) Regulations 2011 (as amended).

3.7 Health and safety responsibilities

3.7.1 Users of documents published by RSSB are reminded of the need to consider theirown responsibilities to ensure health and safety at work and their own duties underhealth and safety legislation. RSSB does not warrant that compliance with all or anydocuments published by RSSB is sufficient in itself to ensure safe systems of work oroperation or to satisfy such responsibilities or duties.



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Appendices

Appendix A Interior passive safety

A.1 Introduction

Guidance

G A.1.1 The requirements in this Appendix, and Appendixes B, F, H, J, K and L, were derivedfrom the EU-funded SafeInteriors project, in which several organisations from GB,including RSSB took an active part. Many of the requirements are also based on otherGB research and accident investigations.

G A.1.2 The primary objectives are to ensure that, in the event of an accident, people insidethe vehicle are protected from injury, or, where this is not reasonably practicable, theseverity of injuries is reduced.

G A.1.3 A secondary benefit of applying these measures is a reduction in the level of injurythrough trips, slips and falls, such as can result from unexpected vehicle movements,for example from heavy braking or track irregularities.

G A.1.4 These requirements have been GB practice for many years: issue four of this standard,which included interior passive safety, was published in 2010, but similarrecommendations were contained in an Association of Train Operating Companies(ATOC) code of practice which was effectively an update to earlier British Raildocuments. The recommendations arising from the SafeInteriors project werepublished, and a joint Technical Recommendation was then drafted byrepresentatives from UIC and the Union des Industries Ferroviaires Européennes(UNIFE). Due to disagreements, a draft Technical Recommendation was published byUNIFE in December 2014, and the UIC version was published as UIC IRS 50564-3 inNovember 2018. The UIC and UNIFE documents therefore contain some differencesto each other, and to GB practice, for example:

a) The requirements are not applied to drivers’ cabs.b) Proof loads are generally lower than previously used in GB.c) The dynamic testing requirements for seats and tables are informative, whereas

they are mandatory in GB.

G A.1.5 Many of the requirements in this document are therefore very similar to thosecontained within UIC IRS 50564-3:2018, but they are extended to areas which werepreviously considered as “secondary structures”, that is, exterior doors and windows.The same static load cases are applied to these as for the interior doors, partitionsand glazing, since there is the same underlying intent of minimising injury to peopleinside the vehicle. Exterior doors and windows also provide a containment function.

A.2 Principles

Guidance

G A.2.1 In a collision or derailment, a vehicle can be expected to experience very rapiddeceleration following a primary external impact, or a series of impacts, as thevehicle’s kinetic energy is dissipated. Secondary impacts inside the vehicle can be


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expected to occur in these circumstances, which will depend on the intensity andduration of the primary impact or deceleration.

G A.2.2 There are essentially two aspects to interior crashworthiness:

a) Structural integrity, with the objectives of preserving occupant survival space andmaximising containment; and

b) Injury potential, with the objective of designing the rail vehicle interior to controlthe risk of injury to passengers and traincrew in the event of an accident.

G A.2.3 GB practice is to consider a wide range of accident scenarios when designing a vehicleinterior. It is clear from accident investigations that significant secondary impactsdue to lateral and vertical accelerations occur in some vehicles in most accidents; it istherefore GB practice to consider the risk of secondary impacts from all directions.

G A.2.4 It is very rare that a passenger will sustain a fatal injury due to secondary impacts; itis therefore the intention that the levels and type of injury criteria are set to ensurethat potentially serious injuries are reduced to a lower category or eliminatedaltogether wherever possible.

G A.2.5 The injury criteria have been developed over a number of years, initially as part of theresearch programme launched by British Rail after the Clapham accident (1989). Themajority of the injury criteria selected were initially developed for the automotiveindustry. This has the advantage that standard measuring devices, anthropomorphictest devices (ATDs) and instrumentation can be used. Where considered necessary,the threshold or limiting values have been adjusted to reflect conditions in railvehicles.

A.3 Secondary impact assessment

A.3.1 All areas of a vehicle interior which are accessible to passengers, personnel ortraincrew in normal service shall be subject to a secondary impact assessment, inaddition to any specified proof or ultimate loads and impact testing requirements.

Rationale

G A.3.2 This controls the risks of injury to people in the event of an accident andcomplements the considerations of vehicle structural integrity and survival space.

Guidance

G A.3.3 It is GB practice to ensure that the following features are included in the secondaryimpact assessment:

a) Parts of seats, tables and driver’s desks outside the scope of dynamic testingrequirements; see clauses A.12.6, A.13.3 and A.15.3.

b) Panels and panel edges.c) Controls, instruments, switches and indicators: for example driver’s desks and

guard’s panels.d) Equipment cubicles or housings.e) Passenger information displays, screens and loudspeakers.f) Luggage racks and luggage stacks.



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g) Minor items, for example: coat hooks, poster frames, magazine racks, light-stickboxes and small equipment housings.


G A.3.4 It is GB practice also to ensure that the risk of injury is controlled for impacts in thelongitudinal, vertical and lateral directions or combinations of these, due to secondaryimpact with surfaces having abrupt changes of contour or abrupt changes ofstiffness, for example locally rigid areas on panelling.

G A.3.5 Where items of toughened safety glass are incorporated in a fixture or fitting, it is GBpractice to assess for secondary impact assuming that the glass has been brokenbefore impact.

G A.3.6 Further guidance is contained in Appendix B.

A.4 Structural energy absorption and collapse

A.4.1 All interior fixtures, including seats and tables, shall meet the following requirementswhen the specified proof, ultimate and dynamic loads are applied:

a) Elements that form part of a primary load path shall include ductile materials.b) All attachments to the primary structure shall remain intact.c) A continuous load path shall be maintained, without abrupt changes in force

levels due, for example, to buckling, snap-through or fracture.d) Sharp objects or fracture surfaces that are likely to cause injury shall not be

produced.

Rationale

G A.4.2 This ensures that the complete structure exhibits post-yield plasticity and energyabsorption, when loaded beyond the specified proof loads. It controls the risks ofinjury to people inside the vehicle in the event of an accident and represents GBpractice.

Guidance

G A.4.3 Items such as seats and tables cannot generally be made entirely from ductilematerials; however, a complete seat or table assembly can be designed to behave in aductile manner and absorb useful amounts of energy by using suitable materials forcritical components where impact is most likely to occur, and for the attachments tothe primary vehicle structure.

G A.4.4 Large items such as seats and tables have the potential to cause serious injury if theybecome detached. It is therefore good practice to ensure that all items remainattached for the conditions specified.

G A.4.5 Discontinuous load paths, abrupt jumps in force levels and the exposure of otherwiseconcealed parts also have the potential for additional injury. Where items are loadedduring an impact, it is good practice to ensure that they do not break away orbecome partially detached, and that the fixings to the vehicle structure are the lastcomponents to fail when the seat or table assembly is subject to overload.


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A.5 Testing and simulation

A.5.1 Where simulation is used in preference to, or to complement, physical tests, it shall bedemonstrated that, as a minimum:

a) Validated computer models of the ATDs or headforms are used.b) The models used for seats, tables or other fixtures are validated by testing or

calculation.c) The results obtained exhibit good correlation with existing test data for equivalent

conditions.

Rationale

G A.5.2 This controls the risks of injury to people inside the vehicle in the event of an accidentand represents GB practice.

Guidance

G A.5.3 The sophistication and usability of computer simulations is continuously improving.Provided there is suitable validation data for the simulations, they can be used inplace of testing, potentially reducing costs.

G A.5.4 A measure of good correlation is that simulation results are within ±20% of thephysical test results.

A.6 Existing component test results

A.6.1 Where an item has already been dynamically tested in accordance with thisdocument, and compliance demonstrated, additional testing for a new installationshall not be required if it can be demonstrated that all of the following conditions aresatisfied:

a) The proposed layout in terms of occupant safety is equivalent to or better thanthe arrangements previously tested.

b) Dynamic load data has been obtained from the original test series to define thedynamic load requirements for the item’s installation, attachment points andfixings.

c) The item’s fixings and corresponding vehicle structure can resist all loads resultingfrom static proof and dynamic collapse loads.

d) The item’s design and mounting arrangements are mechanically equivalent tothose for which test data has been obtained.

Rationale

G A.6.2 This reduces the costs of verification where appropriate conditions are satisfied,assisting in controlling the risks of injury to people inside the vehicle in the event of anaccident and represents GB practice.

Guidance

G A.6.3 Dynamic testing is intended to validate the design of a given component, such as aseat, table or other item. When satisfactorily completed, the component can then be



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used in a wide range of vehicle layouts provided that the limiting, worst case,conditions tested are not exceeded. It is therefore acceptable for a component,having been successfully tested, to be used in a given vehicle interior without recourseto further testing, provided that the effective design limits established are notexceeded, and it can be demonstrated that the installation is mechanicallyequivalent.

G A.6.4 Typically, the critical parameter for the risk of injury will be the potential free flightdistance for a passenger in any given location; for seats this will be the relative seatpitches proposed.

G A.6.5 It is good practice to demonstrate that the original test data is sufficient to fullydefine the dynamic mounting loads and that the new installation arrangement cansatisfactorily withstand these loadings:

a) For seats, the squabs, cushions, headrests, frames, pedestal and fasteners need tobe mechanically equivalent to the design tested.

b) For tables and other components, it is good practice to demonstrate mechanicalequivalence of the assembly and attachment points.

A.7 Exterior doors

A.7.1 Static load cases

A.7.1.1 External vehicle doors and their mountings shall withstand the following separateproof load cases without significant permanent deformation or loss of normalfunction:

a) A concentrated perpendicular load of 2.5 kN applied over an area of0.1 m × 0.1 m, applied at any position on the interior surface of the door.

b) An inner surface pressure load of 2.5 kPa, applied over the internal surface of thedoor, plus a concentrated perpendicular load of 0.8 kN applied over an area of0.1 m × 0.1 m at any position on the interior surface of the door.

c) An external surface pressure load of 2.5 kPa.

A.7.1.2 External vehicle doors and their mountings shall withstand the following ultimateload cases:

a) For passenger doors, the 6 kPa internal surface pressure load specified inBS EN 14752:2019.

b) For doors exclusively for the use by traincrew or personnel, a 3 kPa internal surfacepressure load.

A.7.1.3 The strength of door frames, locks and associated equipment shall be commensuratewith the strength of the doors.

Rationale

G A.7.1.4 This controls the hazards associated with passengers being ejected from vehicles andreflects GB practice.

G A.7.1.5 The external vehicle door proof load cases represent, respectively:


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a) The effect of somebody being projected against a door during a minor traincollision.

b) The maximum differential air pressure which would normally be expected inservice acting on the inside surface of the door, in combination with the effect ofa person contacting the door (the loading is roughly equivalent to a person of80 kg mass with an acceleration of 1 g).

c) The maximum differential air pressure which would normally be expected inservice.

G A.7.1.6 The ultimate load cases represent a crush of people standing on the door with thevehicle on its side.

Guidance

G A.7.1.7 The 0.1 m × 0.1 m dimension and associated load represent an adult passenger usinga hand or shoulder to steady himself.

Note: BS EN 16286-1:2013 clause 7.5.4 uses different dimensions and loads torepresent a passenger's shoulder.

G A.7.1.8 GB practice is to apply the 6 kPa ultimate pressure load specified in BSEN 14752:2019 to exterior doors intended for luggage, parcels or other goods, forexample on driving van trailers. Although they are not intended for normal use bypassengers, they are not exclusively for use by traincrew or personnel.

G A.7.1.9 Areas exclusively for traincrew or personnel, such as cabs, are not likely to be asdensely occupied as passenger areas, therefore 3 kPa is a more reasonable load casefor doors in these areas.

G A.7.1.10 The door and associated components need not necessarily remain operational afterapplication of the ultimate loads.

G A.7.1.11 Loads applied to the door structure will pass through into the vehicle structure towhich it is attached. In demonstrating how the specified door loadings are reactedthrough to the primary structure, GB practice is to assess the final installation on avehicle and the conditions of use in normal service, including, if necessary, the effectsof adjustment, tolerances and deflection of surrounding structure.

G A.7.1.12 Where hinged external doors are used, typically for cabs, it is good practice to payparticular attention to the design of the door frame and locks. There is a risk that, inthe event of a derailment resulting in a roll-over, the structure can flex sufficiently tospring the door open, with the subsequent risk of the ingress of ballast and debris. SeeRSSB research report T190 (2005).

G A.7.1.13 Other requirements for passenger doors are set out in BS EN 14752:2019 andRIS-2747-RST issue one.

G A.7.1.14 The requirements of this section apply to gangway end doors where they separatethe interior of the vehicle from the exterior.

A.7.2 Aerodynamic Loads

A.7.2.1 Doors fitted to vehicles with pressure-sealing and / or a maximum speed above 200km/h (125 mph) shall withstand a quasi-static aerodynamic pressure load as set out



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in clause 2.1.3 of this document, without significant permanent deformation or lossof normal function.

Rationale

G A.7.2.2 This requirement is for technical compatibility with the GB mainline railwayinfrastructure, as the adjacent lines are closer together and aerodynamic loads frompassing trains are higher than for TSI compliant infrastructure. It ensures thestructural integrity of the doors under the foreseeable aerodynamic loads.

Guidance

G A.7.2.3 Aerodynamic loads are specified in Annex F of BS EN 14752:2019; however, GBpractice is to use higher loads; see clause G 2.1.2.2.

A.8 Interior doors and partitions

A.8.1 Non-glazed parts of interior doors or partitions shall withstand, without permanentdeformation, the proof loads specified in clause A.7.1.1 a) and b) for exterior doors.

A.8.2 These proof loads shall not be applied to:

a) Glazed parts of interior doors or partitions; see clause A.10.2; orb) Hinged doors which do not lock or latch.

A.8.3 The proof loads shall be applied independently to all non-glazed faces of interiordoors or partitions which are fully or partially exposed to the vehicle interior andwhich could be subjected to secondary impact.

A.8.4 Additional loads may need to be applied to partitions; see clause A.12.3.7.

Rationale

G A.8.5 These control the hazards associated with passenger injury from secondary impactsduring accidents and reflect GB historical practice.

Guidance

G A.8.6 These are the same as the loadings for the interior surfaces of exterior doors, inaccordance with GB practice.

G A.8.7 Where partitions are fitted with trim panels, or for moveable elements such as rollershutters, it is permissible for the specified proof loads acting on the trim panels ormoveable elements to be assessed as ultimate loads for these items.

G A.8.8 These loads are applied perpendicularly to the surface being assessed, irrespective ofits orientation within the vehicle.

G A.8.9 The external pressure load requirement in clause A.7.1.1c) is not appropriate forinternal doors.


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A.9 Bodyside windows

A.9.1 General glazing considerations

Guidance

G A.9.1.1 Specific requirements for bodyside windows are set out in clauses 4.2.2.9 and 4.2.5.9of the LOC & PAS TSI.

G A.9.1.2 The requirement of clause 4.2.2.9 of the LOC & PAS TSI may be met by glass thatconforms to one of the following standards:

• BS 857:1967 Specification for safety glass for land transport.• BS EN 572 (Part 1:2012+A1:2016, Parts 2 to 7:2012, Part 8:2012+A1:2016, Part

9:2004) Glass in building. Basic soda lime silicate glass products.• BS EN 1863-1:2011 and BS EN 1863-2:2004 Glass in building. Heat strengthened

soda lime silicate glass.• BS EN 12337-1:2000 and BS EN 12337-2:2004 Glass in building. Chemically

strengthened soda lime silicate glass.• BS EN ISO 12543:2011 Parts 1 to 6 Glass in building. Laminated glass and

laminated safety glass.

G A.9.1.3 A significant cause of fatality and serious injury in vehicle accidents has been thebreakage of bodyside windows, which has allowed occupants to be ejected frommoving vehicles. RSSB research report T310 (2009) provides further informationregarding injuries to passengers in severe accidents.

G A.9.1.4 RSSB research report T424 (2007) gives details of extensive research involvingaccident and injury causation investigations, design development and laboratorytesting, which led to the requirements set out in this document relating to the interiorpassive safety aspects of bodyside windows.

G A.9.1.5 The structural and testing requirements for bodyside windows relate only to thosewhere passengers or traincrew are directly exposed to the risks associated with impactand fracture of the glass. The requirements therefore do not apply to windows whichare:

a) For illumination of engine compartments on locomotives.b) For inspection of the interior of freight wagons.c) On parcels-only vehicles.d) For luggage areas on driving trailers.

G A.9.1.6 It is GB practice to assess the following hazards, in addition to those described in theLOC & PAS TSI:

1. Detachment or breakage of a window due to bodyshell loadings.

2. Bodyside window failure due to aerodynamic pressure loading.

3. Bodyside window failure due to passenger/staff loading against the window.

4. Missiles entering a rail vehicle through a window by breaking it.

5. People being ejected from a rail vehicle during an accident.



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6. The effects of debris detached from a damaged window for passengers insidea vehicle.

7. The effects of debris detached from a damaged window for passengersoutside a vehicle.

8. Difficulty for emergency services to enter a vehicle after an accident, delayingtreatment or rescue.

G A.9.1.7 RIS-3437-TOM sets out guidance for controlling the risks associated with brokenbodyside windows.

G A.9.1.8 RSSB Report T1024 (2015) considered the application of temporary films to brokenbodyside windows.

A.9.2 Window structural requirements

A.9.2.1 Bodyside window fixings and the complete bodyside window installation shall beconsistent with the strength requirements for the bodyside window set out in clauses A.9.3 and A.9.4.

Rationale

G A.9.2.2 This controls hazards 1 to 3 listed in clause G A.9.1.6. The detachment of a window ora window and its frame could result in injury to people either inside the vehicle(hazards 5 and 6) or outside the vehicle (hazard 7). It reflects GB practice forbodyside window structures.

Guidance

G A.9.2.3 GB experience with Mark 3 coach windows has shown the necessity of providing aperipheral securing system which is:

a) Flexible enough to cater for the expansion of the toughened safety glass paneswhen they are crazed as a result of impact loads; and

b) Strong enough to keep the damaged panes in place when subsequently subjectedto forces, including the aerodynamic forces, which may be expected in operation.

G A.9.2.4 For the detail design of laminated windows intended to be directly bonded into aframe or the vehicle bodyside, it is good practice to consider potential out of planeshear loading on the interlayer at the bond edge. This type of load induces tensilestresses acting perpendicular to the plane of the glass (between the inner glasssurface and the interlayer of the laminated safety glass pane). This type of loadingcould occur when the window is damaged by a severe impact (and the glass shatteredbut retained by the interlayer), with the risk of the pane then delaminating and aresulting loss of containment.

A.9.3 Load cases

A.9.3.1 Bodyside windows, when installed in a vehicle, shall remain fully serviceable after theapplication of the following loads over their full surface area:

a) The aerodynamic loads set out in clause 2.1.3.b) A sustained pressure of 6 kPa from inside the vehicle for all windows in areas

accessible to passengers, personnel or traincrew, except cabs.


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c) For external door windows, the loads for the door assembly as specified inclause A.7.1.1.

d) For cab side and cab door windows, the sustained pressure of 3 kPa from insidethe vehicle as specified in clause A.7.1.2.

Rationale

G A.9.3.2 This controls hazards 3 and 5 listed in G A.9.1.6.

Guidance

G A.9.3.3 A pressure of 6 kPa represents the effect of a crush of people standing on or fallingagainst the window with the vehicle on its side, as specified in BS EN 14752:2019. Alower pressure of 3 kPa is specified for cab side windows for consistency with externaldoor loadings.

A.9.4 Window tests

A.9.4.1 Bodyside window systems representative of production quality and construction shallbe tested in accordance with Appendixes C, D and E, except as specified inclauses A.9.4.2 and A.9.5.

A.9.4.2 Cab bodyside and cab door windows shall be tested only against the requirements ofAppendix C and D.5.

Rationale

G A.9.4.3 This controls hazards 2 to 5 listed in clause G A.9.1.6. The tests in Appendixes C, D andE were derived as part of RSSB research report T424 (2007).

Guidance

G A.9.4.4 Where a vehicle or unit is fitted with a number of different sized windows to anotherwise common design, it is permissible for impact, containment and pressurepulse testing required in accordance with Appendices C, D and E to be undertaken ononly the largest window unit.

G A.9.4.5 Vehicle designs often use a variety of bodyside window types to suit the bodyshelldesign and interior layouts. The window units may be very similar in terms of theirstructural characteristics, in which case testing every variant would not be useful andis not necessary.

G A.9.4.6 Where windows are fully or partially obscured by either surface coating or surfacetreatment, or where full or partial blanking panels are used, it is good practice toestablish by calculation or static testing the degree of equivalence to the standardwindow unit, in order to determine whether additional tests are required.

G A.9.4.7 The determining factor for structurally identical windows is the maximum panedeflection and induced bending stresses at the centre of a pane. Where the mountingof the glass is not identical, for example where hopper windows are fitted, additionaltesting may need to be undertaken.



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A.9.5 Testing exceptions

A.9.5.1 Impact, containment and pressure pulse testing accordance with Appendices C, Dand E of this document shall not be required where:

a) Either the height or width is less than 300 mm for window units or window unitsubassemblies if the bodyside window is subdivided.

b) A window unit or window unit type has already been tested in accordance withAppendices C, D and E of this document, provided it can be demonstrated that thefollowing conditions are satisfied:

i) The window unit design and mounting arrangements are mechanicallyequivalent to those for which test data has been obtained.

ii) The window unit installation and corresponding vehicle structure cansatisfactorily resist all structural loads from the series of tests for which datahas been obtained.

Rationale

G A.9.5.2 This controls hazards 2 to 5 listed in clause G A.9.1.6.

Guidance

G A.9.5.3 It is good practice to ensure that the glass, construction and specifications of smallwindows are consistent with other windows on a given vehicle.

G A.9.5.4 The limiting dimension in (a) of 300 mm relates to small or narrow windows oropening hopper window elements where, due to the size of the impactor, it is notpossible to conduct the suite of tests required for standard windows. This dimensionrelates to the aperture that would be created if the glass was absent.

G A.9.5.5 Examples of sub-divided window types could be window units with hopper windows orother openable sections, or window units where structurally a full window unit isrequired but internally this is partially blanked off to coordinate with the interiordesign.

G A.9.5.6 (b) allows for a common window design to be adopted across many vehicle designswithout additional testing.

A.10 Interior glazing

A.10.1 General

A.10.1.1 Interior glazing shall use laminated glass conforming to one of the standards referredto in clause G A.9.1.2 for bodyside glazing.

Rationale

G A.10.1.2 This controls the hazards associated with passenger injury from broken glass andreflects the findings of RSSB research report T424 (2007).

Guidance

G A.10.1.3 Glazing can include items such as saloon partitions, doors or draughtscreens, luggageracks or stacks, catering display units or mirrors.


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G A.10.1.4 It is permissible for glazing elements to use materials other than glass, subject to thestructural performance requirements set out in clause A.10.2 of this document beingsatisfied and compliance with the fire performance requirements set out inGMRT2130.

A.10.2 Load cases

A.10.2.1 Interior glazing shall withstand, without failure, the loads specified in clause A.7.1.1a) and b) applied as ultimate loads and independently to each surfaceaccessible by passengers or traincrew.

Rationale

G A.10.2.2 This controls the hazards associated with passenger injury from broken glass andreflects the findings of RSSB research report T424 (2007).

Guidance

G A.10.2.3 For glazing, 'without failure' is taken to mean that it remains in position throughoutthe application and removal of the loads. It is permissible for glass elements tofracture as the loads are applied, subject to the overall performance criteria beingsatisfied.

G A.10.2.4 Glass used for overhead luggage racks and ceiling diffusers does not need to besubjected to these loads. For these items, the glazed area will generally be small andgeneral passenger containment requirements will be met by the surroundingstructure. It is therefore considered preferable for the glass to break such that theenergy of the breakage will help to reduce the severity of any injuries. See paragraph586 of the RAIB report into the accident at Grayrigg.

G A.10.2.5 Using laminated glass or a protective film will assist in retaining any brokenfragments.



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A.11 Fixtures and fittings

A.11.1 Security of furniture and equipment

A.11.1.1 There shall be no loose items of furniture or equipment in the vehicle interior, exceptfor trolleys when in use.

Rationale

G A.11.1.2 This controls the hazards associated with passenger injury from secondary impactsduring accidents. It is based on the findings of the Hidden Report (1989) into theClapham rail accident, where many injuries were sustained due to loose furniture.

Guidance

G A.11.1.3 Requirements for securing trolleys when not in use are set out in clause A.11.4.

A.11.2 Grab handles, poles, rails and hand holds

A.11.2.1 Grab handles or handrails mounted on panels, partitions or draughtscreens (forexample in doorways, vestibules or passageways) shall not project from surroundingfeatures in excess of any limiting dimensions set out in the Persons with ReducedMobility (PRM) TSI unless it can be demonstrated, as part of the secondary impactassessment, that the risk of personal injury in the event of an accident has beencontrolled.

A.11.2.2 Overhead grab rails, whether mounted from a luggage rack or from the ceiling, shallwithstand, without significant permanent deformation of the grab rail, attachmentsor supporting structure, a concentrated vertical proof load of 1.7 kN applied anywherealong the grab rail.

A.11.2.3 All other handrails shall withstand, without significant permanent deformation, aconcentrated proof load of 1.7 kN applied anywhere along the portion or portionsintended to be held or gripped. The load shall be applied perpendicular to thelongitudinal axis of the portion or portions intended to be held or gripped, at anyangle around the axis to give the most onerous loading on the handrail, attachmentsor supporting structure.

A.11.2.4 Except where attached to seat backs, handholds shall withstand, without significantpermanent deformation, a concentrated horizontal proof load of 1.5 kN applied atthe centre of the gripping surface and acting perpendicular to the handhold face.

Rationale

G A.11.2.5 These requirements address the risks of injury to people inside the rail vehicle. Theapplied loads represent GB practice.

Guidance

G A.11.2.6 The PRM TSI contains dimensional requirements for grab handles, poles, rails andhandholds.

G A.11.2.7 The PRM TSI states that a handrail is required to have a diameter of 30 mm to40 mm and a minimum clearance to any adjacent surface of 45 mm. A panel-mounted handrail could therefore project 75 mm to 85 mm from the panel to which


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it is attached. Applying the PRM TSI requirements in isolation would permit a greaterprojection, but it may be possible to fit handrails into panel recesses. This dimensionalrequirement does not apply to essentially free-standing grab poles, for example fromfloor to ceiling or from seat back to ceiling, or to overhead ceiling mounted handrails.

G A.11.2.8 It is good practice to provide radiused ends to handrails to limit the risk of injury; seeclause G B.4.6.

G A.11.2.9 Where grab poles or rails are long and slender, it is good practice to consider the useof resilient mountings or slip joints, so that a reasonable amount of perpendiculardeformation can take place before the mountings become detached.

G A.11.2.10

Requirements for seat-back handholds are set out in A.12.4.3.

G A.11.2.11

The layout of a sleeping car berth often means that provision of handrails andhandles is impractical. In such instances, it is good practice to assess the berth layoutfrom a human factors perspective to determine whether other furniture or featurescould fulfil the purpose of a grab handle or if further provision is required. Whereitems are identified as fulfilling the purpose of a handrail or handle, it is good practiceto design them to meet the load case requirements specified in A.11.2.3.

A.11.3 Luggage stowageA.11.3.1 Principles

Guidance

G A.11.3.1.1

The general objective for luggage stowage is to ensure that, in the event of anaccident or collision, the luggage is retained so that the risk of injury to people fromloose items of luggage is minimised.

G A.11.3.1.2

Rail vehicles may operate a variety of routes over their service life; it is thereforeconsidered impractical to specify a level of luggage stowage provision. However, it isgood practice to consider:

a) The ease with which passengers can manoeuvre items of luggage into and out ofthe stowage provided.

b) The visibility of their luggage to passengers.c) The visibility of luggage stowage areas to onboard CCTV systems.d) The potential for overloading and misuse.

A.11.3.2 Overhead luggage racks

A.11.3.2.1 Overhead luggage racks shall be orientated longitudinally relative to the vehicle.

A.11.3.2.2 Intermediate dividers shall be fitted along the length of the overhead luggage rack,no more than 3 m apart.

A.11.3.2.3 Where overhead luggage racks terminate short of partitions or other fixed features ofthe vehicle interior, an end barrier shall be fitted.

A.11.3.2.4 Intermediate dividers and end barriers shall withstand a uniformly distributed loadrepresenting 80 kg/m2 in the adjacent section of the overhead luggage rack, underthe longitudinal acceleration for body-mounted equipment as specified inBS EN 12663-1:2010+A1:2014.



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A.11.3.2.5 Overhead luggage racks shall withstand the following loads applied simultaneously:

a) A distributed proof load representing maximum load capacity; andb) Two concentrated vertical proof loads, each of 850 N and 750 mm apart,

positioned anywhere along the front edge of the luggage rack.

Rationale

G A.11.3.2.6

This controls the hazards associated with potential injuries from luggage, and whenadult passengers pull themselves up to reach luggage. The load values reflect GBhistorical practice.

Guidance

G A.11.3.2.7

It is good practice to design overhead luggage racks for items considered to be handluggage. Although, unlike for air travel, there are no restrictions, the dimensions andweights of airline hand luggage could be used for reference. A suggested value of80 kg/m2 is as specified for luggage areas in Table 8 of BS EN 15663:2017+A1:2018.

G A.11.3.2.8

Longitudinal orientation and intermediate barriers are intended to assist in retentionof the luggage, thus reducing the risk of injuries. The barriers do not necessarily needto be solid.

G A.11.3.2.9

It is good practice to incline overhead luggage racks towards the bodyside to aidretention. Another potential means of aiding luggage retention could include the useof high-friction surfaces. A raised lip could, however, be counterproductive, as largeritems may sit in limited contact which may mean they are less secure.

A.11.3.3 Floor-mounted luggage stacks and stowage

A.11.3.3.1 Luggage stacks or luggage stowage areas in passenger areas shall be oriented to giveaccess to stowed items only from the side; that is, in the transverse direction relativeto the vehicle.

A.11.3.3.2 When fully laden with representative items, luggage stacks and luggage stowageareas shall withstand as proof loads the accelerations for equipment attached tovehicle bodies specified in BS EN 12663-1:2010+A1:2014.

A.11.3.3.3 Additional loads may need to be applied to luggage stacks; see clause A.12.3.7.

Rationale

G A.11.3.3.4

This controls the hazards associated with potential injuries from luggage, reflectingGB historical practice.

Guidance

G A.11.3.3.5

It is good practice to use the following load values for luggage areas, unless morespecific data is available and can be justified:

a) 100 kg/m2 for each horizontal surface, as specified inBS EN 15663:2017+A1:2018.

b) A density of 250 kg/m3 for side or end loading.


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A.11.3.4 Bicycle stowage

A.11.3.4.1 When fully laden, bicycle stowage facilities, including partitions, retention devices andbracketry, shall withstand as proof loads the accelerations for equipment attached tovehicle bodies as specified in BS EN 12663-1:2010+A1:2014.

Rationale

G A.11.3.4.2

This controls the hazards associated with potential injuries from bicycles, reflectingGB historical practice.

Guidance

G A.11.3.4.3

It is good practice for the vehicle specification to state the number, size and weight ofbicycles to be carried.

G A.11.3.4.4

In the absence of detailed weight information, the following may be assumed:

a) 16 kg for a conventional adult bicycle, without baskets, panniers or luggage.b) 25 kg for an electric bicycle, without baskets, panniers or luggage.c) 20 kg additional mass for baskets, panniers or luggage.

A.11.4 Trolleys

A.11.4.1 Fixed trolleys shall be securely located and locked in position.

A.11.4.2 Provision for secure stowage shall be made for mobile trolleys that may beunattended for all or part of a journey.

A.11.4.3 Secure stowage shall be designed to withstand the load of a fully laden trolleysubjected to the accelerations specified for body-mounted equipment inBS EN 12663-1:2010+A1:2014.

Rationale

G A.11.4.4 This controls the hazards associated with potential injuries from trolleys, and reflectsGB historical practice.

Guidance

G A.11.4.5 Secure stowage can be provided by elements of the vehicle structure such aspartitions, or by dedicated fastening devices.

G A.11.4.6 It is good practice to ensure that loose items, such as crockery, tableware andsupplies, are stowed or otherwise retained when not in use.

A.11.5 Coat hooks

A.11.5.1 Coat hooks shall withstand separate proof loads of 300 N acting downwards and250 N acting horizontally.

Rationale

G A.11.5.2 This controls the hazards associated with potential injuries from loose items. The loadvalues reflect GB historical practice.



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Guidance

G A.11.5.3 It is good practice to design coat hooks to minimise injury potential, considering theirlocation, projection, shape and form.

A.11.6 Lighting

A.11.6.1 All breakable lighting sources shall be shielded by diffusers or similar features.

A.11.6.2 Interior lighting features that could be contacted by passengers, whether in normalservice or in the event of a collision or derailment, shall be designed to minimisepotential injuries.

Rationale

G A.11.6.3 This controls the hazards associated with broken glass and secondary impact, andreflects GB historical practice.

Guidance

G A.11.6.4 Breakable lighting sources could include fluorescent tubes and bulbs. It is goodpractice to ensure these are shielded to prevent sharp fragments being spreadthrough a vehicle interior.

G A.11.6.5 It is good practice to design all interior features without gaps, protrusions or recessesto reduce the potential for injury.

A.11.7 Access panels and cubicle doors

A.11.7.1 Access panels or equipment cubicle doors shall be designed to resist accidentalopening in service, or in the event of a collision or derailment, that could result ininjury or hinder egress.

A.11.7.2 A secondary means of retention shall be provided, where the correct closure andlocking of the panels or doors cannot be determined visually and where access panelsor cubicle doors have the potential to:

a) Cause injuries due to their size, weight or position, located above or alongsideareas normally occupied by people; or

b) Block or restrict an escape route if accidentally opened.

Rationale

G A.11.7.3 This controls the hazards associated with potential injuries and hindrance toevacuation, reflecting GB historical practice.

Guidance

G A.11.7.4 Many access panels, in particular for access to lighting and passenger informationunits, can be substantial and have the potential to block escape routes or cause injurydue to their mass and their shape (edges, sharp corners) if suddenly released. This canoccur due to the securing fastenings failing or by being sprung by deflection ordistortion of surrounding structures. It is therefore good practice to locate accesspanels away from critical areas and minimise the size, mass and any aggressivefeatures. Where this is not practical or insufficient, it is good practice to addsecondary retention features.


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G A.11.7.5 Suitable retention features could include spring release hooks, as used on car bonnets,or wire straps. It is acceptable to design these features to resist loads applicable tothe primary line of action; for example, a wire strap used on a ceiling panel need onlybe designed to withstand a vertical proof load.

G A.11.7.6 To avoid injury, it is good practice to avoid open access panels or doors encroachinginto the space normally occupied by passengers; suitable dimensions are given inappendixes H and J of the PRM TSI.

G A.11.7.7 To avoid blocking an escape route, it is good practice to ensure that at least 75% ofthe normal height and width of internal and external doors remains available whenaccess panels or doors are open.

G A.11.7.8 Where the correct closed and locked status can be readily seen, typically in non-passenger areas, secondary retention features are not considered to be required.

A.11.8 Security and location of fire-fighting equipment

Guidance

G A.11.8.1 Requirements for fire-fighting equipment are set out in clause 4.2.10.3.1 of theLOC & PAS TSI, and BS EN 45545-6:2013.

G A.11.8.2 GB practice is to mount fire extinguishers, where required:

a) Using quick-release restraints, ensuring that these restraints can withstand theaccelerations for body-mounted equipment as specified inBS EN 12663-1:2010+A1:2014, as referenced in clause 4.2.2.7 (3) of theLOC & PAS TSI; and

b) Below window level where practicable (for example, under a seat), to reduce therisk of a loose fire extinguisher breaking the window, and for ease of manualhandling.

G A.11.8.3 Examples of practicable fire extinguisher locations that are not below window levelcould be:

a) Within a locked cupboard with, for example, the door openable by an 'emergencybreak glass' panel. In the event of the primary restraint failing, the cupboard doorwould provide a secondary restraint.

b) Within a compartment, such as a galley. The need for catering staff to access thefire extinguisher rapidly may be considered to outweigh the risk of detachment.

G A.11.8.4 In the event of a collision, the detachment of a fire extinguisher mounted, forexample, on a bulkhead or partition, could allow the free flight of a significant missileover a significant distance. In contrast, for a fire extinguisher located in for example avestibule draughtscreen, the potential free flight distance would typically be less than2 m prior to first impact.

G A.11.8.5 The risk of detachment could also be reduced by orienting the fire extinguisher accesslaterally, on a longitudinal surface, for example on the vehicle bodyside.



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A.12 Seats

A.12.1 General

A.12.1.1 Seat cushions, back squabs, headrests or trim shall not become detached orsufficiently displaced when subjected to the loads set out in this document, to exposesharp edges, sharp points or underlying structures which have the potential to causeinjury if subsequently impacted.

A.12.1.2 Any items that do become exposed shall be subject to a secondary impactassessment in accordance with clause A.3.

Rationale

G A.12.1.3 This controls the risks of injury to passengers when seats are displaced in an impactand reflects GB practice.

Guidance

G A.12.1.4 Loose items can cause or exacerbate injuries; the same is true of edges or pointswhich could be exposed once the supported item is removed.

G A.12.1.5 If the secondary impact assessment carried out on the exposed item identified in A.12.1.2 concludes that there is the potential for injury, changes will be required toeither prevent the item from being exposed, or to the item itself to ensure that thereis no potential for injury.

A.12.2 Transverse seat design

A.12.2.1 The seat back shall be continuous and provide support for a normally seated person.

A.12.2.2 The seat back support shall be sufficient to control the risk of injury due to rotation ofthe head when subjected to a rearward acting deceleration (relative to the seat).

Rationale

G A.12.2.3 This controls the risks associated with neck injuries to passengers in rearward collisionand reflects GB practice.

Guidance

G A.12.2.4 For a passenger with their back to the direction of travel, with a low seat back, themost likely injury mechanism occurs as the head rotates about the neck into or overthe seat top and then rotates in the opposite direction as the body rebounds from theseat back.

G A.12.2.5 For a passenger projected forward in a collision with unidirectional low seat backs,there is an additional risk of passing over the top of the seat in front with thepossibility of more serious injuries for themselves and other passengers.

G A.12.2.6 Experience has shown that the simplest way to meet this requirement is to provide aseat back that is at least 840 mm high relative to the compressed seat cushion(dimension ‘d’ in Figure 1). However, this may conflict with other requirements suchas visibility of the vehicle interior.


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G A.12.2.7 The PRM TSI specifies seat-back hand holds between 800 mm and 1200 mm abovefloor level; this may limit the practical height of a seat, depending on its shape.

G A.12.2.8 A rearward test, using an 95th percentile male ATD with neck instrumentation, couldpotentially be used to demonstrate meeting this requirement; however:

a) All of the other tests required by this document use a 50th percentile instrumentedATD; 95th percentile dummies are used principally for structural assessment ofseats and tables and therefore are not necessarily fully instrumented.

b) The Hybrid III Rail Safety (RS) ATD is considered not to be fully biofidelic withrespect to whiplash (the SafeInteriors study used the BioRID automotive ATD).

c) The phenomenon of whiplash is the subject of debate within the medicalprofession, relating to injuries in the automotive sector.

d) Seating postures tend to differ between automotive and rail, particularlyconsidering seat belts and head restraints.

Figure 1: Seat measurement points and geometry



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Label Description

A Point 50 mm from the front edge on the upholstery contour (uncompressed)

'A' Point A, compressed by dimension A-A'

B Foremost point of the backrest (centre of the lumbar support)

C Point of intersection of a 300 mm radius about point B and the contour of the backrest

X Point of intersection of a vertical line positioned 120 mm forward from point B with thecontour of the seat cushion upholstery

X' Point X compressed by dimension X-X'

U Height of the seat cushion base. If there is not a clear transition, the dimension (A - 100 mm) shall be used

a Depth of seat cushion

β Angle of backrest inclination from the vertical

c Height of the backrest without headrest (measured parallel with line B-C at the seatbackrest angle β)

d Height of the headrest (measured parallel with line B-C at the seat backrest angle β)

h Height of seat cushion

A-A' Compression of the front of the seat when in use; a value of 20 mm shall be assumed ora measured value may be used assuming a loading equivalent to a 95th percentile maleATD

X-X' Compression of the seat cushion when in use; a value of 30 mm shall be assumed, or ameasured value may be used assuming a loading equivalent to a 95th percentile maleATD

Table 1: Key to Figure 1

A.12.3 Proof load cases

A.12.3.1 Seats, including tip-up seats, seat mountings and their fixings through to primarystructure shall withstand, without significant permanent deformation, the followingseparate proof loads:

a) A vertical load of 1000 N applied downwards over an area of 380 mm wide by200 mm deep on the leading edge of the seat cushion.

b) A vertical load of 2000 N applied downwards over an area of 380 mm wide by 200mm deep located centrally on the seat cushion.

c) With the exception of tip-up seats, a vertical load of 1200 N applied upwards overan area of 380 mm wide by 220 mm deep below the leading edge of the seatcushion.

d) Longitudinal loads of ±1500 N (relative to the seat) applied over an area of 380mm wide by 80 mm deep, located centrally at the uppermost part of the seatback.


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A.12.3.2 Where there is no clear transition between the seat back and headrest, for examplewhere a separate headrest is not used, the height of the uppermost part of the seatback above floor level shall be determined using Figure 1 with a seat back height of580 mm (Dimension ‘c’).

A.12.3.3 For the determination of seat heights and the application of loads, adjustable seatbacks shall be in the upright position.

A.12.3.4 For multiple seats, proof loads shall be applied to each seat sharing the sameattachments to the primary structure.

A.12.3.5 For tip-up seats attached to partitions which do not form part of the primary vehiclestructure, the longitudinal load specified in clause A.12.3.1 d) shall be applied in therearward direction only.

A.12.3.6 Where seats are positioned such that luggage may impose loads, these additionalloads shall be applied using a representative mass of luggage; see clause G A.11.3.3.5.

A.12.3.7 Where seats are attached directly to partitions, or the seat backs are placedsufficiently close to partitions, luggage stacks or other seat backs, allowing them to becontacted when the seats are loaded, the partition, luggage stacks or adjacent seatsshall withstand without significant permanent deformation all loads that aretransferred from the affected seats.

Rationale

G A.12.3.8 This controls the risks associated with seat structural integrity and reflects GBhistorical practice. The load cases are aligned with UIC IRS 50564-3.

Guidance

G A.12.3.9 It is GB practice to use these loads in conjunction with the proof (1.15) and ultimate(1.5) factors specified in BS EN 12663-1:2010+A1:2014; this is to account forcalculation uncertainties such as material properties, and to ensure that failure occursin a predictable manner. Alternative factors may be appropriate for non-metallicmaterials; a proof factor of 1.0 is acceptable where physical testing is conducted.

G A.12.3.10

These proof loads are typically greater than the inertia loads inBS EN 12663-1:2010+A1:2014 as referenced by the TSI LOC & PAS; for example, the2000 N vertical load would be equivalent to a 3 g inertia load on a seat weighingapproximately 60 kg – excluding the mass of the passenger.

G A.12.3.11

The centre line of the area for application of the longitudinal proof load in clause A.12.3.1 d) is 40 mm below the height of the uppermost part of the seat back (asmeasured or calculated with respect to the floor).

G A.12.3.12

If a seat back is not provided, it is good practice to apply the load using thedimension from the seat base to the load point applicable for adjacent fixed seats.

G A.12.3.13

For cab seats, it is permissible for the load specified in clause A.12.3.1 d) to beassessed only in the rearward direction.

G A.12.3.14

Where adjustable headrests are fitted to cab seats, it is good practice not to considerthese as part of the seat back for the application of the longitudinal load.



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G A.12.3.15

In some seating configurations luggage can be placed between or behind seat backs;this can apply additional loads to the seats. In addition, luggage stacks aresometimes positioned such that normal deflection of the seat back may lead tocontact, thus potentially transferring the 1500 N rearward proof load from the seatinto the luggage stack.

G A.12.3.16

It is good practice to ensure that meeting the dynamic test requirements takesprecedence over the proof loading conditions; this is generally of greater benefit topeople inside the vehicle. It is therefore permissible for any permanent deformationof seats or tables to be of a greater magnitude than would normally be consideredacceptable, subject to:

a) A satisfactory dynamic test in accordance with clause A.12.6.b) The permanent deformation being the result of post-yield plastic deformation.c) Structural attachments to primary structure, and any joints or connections within

the seat assembly, not showing any local deformation or strain that could affectthe integrity of the attachments, connections or joints.

A.12.4 Proof load cases for items attached to seats

A.12.4.1 Armrests shall withstand, without significant permanent deformation, the followingseparate proof loads applied at the free end of the armrest:

a) A downwards vertical load of 1000 N.b) Transverse loads (relative to the seat) of ±750 N.

A.12.4.2 Seat-back tables shall resist, without significant permanent deformation, adownwards vertical load of 750 N applied at any point on the unsupported edge.

A.12.4.3 Seat-back handholds shall resist, without significant permanent deformation,longitudinal loads of ±500 N.

A.12.4.4 Footrests shall resist, without significant permanent deformation, a concentratedproof load of 1.7 kN applied perpendicularly anywhere along the portion or portionsintended to support the feet.

A.12.4.5 The loads specified in clauses A.12.4.1 to A.12.4.4 shall be reacted through the seatframe to the primary fixing points.

Rationale

G A.12.4.6 This controls the risks associated with the structural integrity of the seat and reflectsGB historical practice. The 500 N load for seat-back handholds is the same as in UICIRS 50564-3.

Guidance

G A.12.4.7 Armrests help with the containment of passengers during a collision. If a vehicle endsup on its side in a derailment, they can additionally provide footholds to assist egressfrom a vehicle. However, it is not always practical or desirable to fit armrests due tothe limitations on saloon width, or for high density applications due to relativelynarrow seats and short station dwell times.

G A.12.4.8 It is good practice to design seat armrests to minimise the risk of injury to passengersif subjected to significant lateral loads in the event of a collision. A good armrest will


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have sufficient depth to ensure that pressure loadings on passengers are minimised,and have rounded, smooth contours of 20 mm radius. A good design will ensure thatlateral collision forces are transmitted through the pelvis rather than the abdomen.

G A.12.4.9 GB practice is to apply the transverse armrest loads on multiple seats in the samedirection, to represent passengers leaning against the armrests. Thus:

a) For a load applied towards the centre of the vehicle, the armrest adjacent to thebodyside would not be loaded; and

b) For a load applied towards the bodyside, the armrest adjacent to the aisle wouldnot be loaded.

G A.12.4.10

It is permissible to design a seat-back table with an overload protection mechanism,whereby the table will fold downwards or collapse in a controlled manner at a verticalload lower than 750 N. In this case, the proof load may be omitted provided thecorrect function of the overload protection mechanism is demonstrated by test.

G A.12.4.11

See also clause A.13.1 for general requirements for tables.

A.12.5 Ultimate load case

A.12.5.1 For transverse seats which are wholly or partially attached to the vehicle floor, theseats, seat mountings and their fixings through to primary structure shall be designedto withstand, as an ultimate load case, an inward lateral displacement of thecomplete seat assembly of 100 mm.

Rationale

G A.12.5.2 This controls the risks of seat structural integrity in the event the vehicle is impactedlaterally or overturns, and reflects GB historical practice.

Guidance

G A.12.5.3 For the purposes of testing or calculation, for seats with bodyside attachments, it ispermissible to apply the lateral load through the bodyside attachment points toachieve the required deflection.

G A.12.5.4 In the case of wholly floor-mounted seats, it is permissible to displace the completeseat assembly laterally 100 mm at seat cushion level, dimension 'U' as defined inFigure 1.

G A.12.5.5 For a seat assembly fastened to the bodyside and the floor using a leg or legs, it isacceptable for the leg or legs to break, provided that the bodyside connection ismaintained and the seat assembly is retained in its position.

G A.12.5.6 This requirement need not be applied to seats that are cantilevered from thebodyside or mounted on the bodyside and suspended from the ceiling.

G A.12.5.7 This requirement does not apply to longitudinal seats.

A.12.6 Dynamic tests for transverse passenger seats

A.12.6.1 For each seat design, dynamic tests shall be conducted under forwards and rearwardsacceleration pulses to assess, for critical positions:



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a) The structural integrity of the seat and its attachment to the vehicle primarystructure, using a 95th percentile male ATD in accordance with Appendix F.

b) The injury potential of the seat, using a 50th percentile male ATD in accordancewith Appendixes F and K.

c) Survival space in accordance with Appendix L.

A.12.6.2 Critical positions shall be determined on the basis of:

a) The longitudinal deceleration pulse set out in Appendix F.b) Effects due to variations in nominal seat pitch.c) For multiple seats, any differences in relative performance between seats, for

example aisle or window positions.d) Any differences in structural performance between otherwise similar seating

arrangements due to, for example, the presence of adjacent partitions, luggagestacks, door pockets, adjacent seating arrangements.

e) Any differences in relative passenger position due to local variations in seatinglayout (for example due to a door pocket) which may alter the passenger’strajectory or impact when projected forward into the back of the seat or seats infront.

f) Any differences in injury potential due to the position of features such as offootrests.

A.12.6.3 Loads induced under dynamic test conditions shall not cause excessive deflectionswhich will prejudice the survival space (as set out in Appendix L) of people occupyingthe seats in front of and behind the seat in question. To achieve this:

a) Where the movement of seats is constrained (for example, by other seats,partitions or luggage stacks), a residual space envelope corresponding to at least a95th percentile male shall be provided;

b) Where the movement of seats is not contstrained, a residual space envelopecorresponding to at least a 5th percentile female shall be provided.

Rationale

G A.12.6.4 This controls the risks associated with passenger secondary impacts with seats, andreflects GB practice.

Guidance

G A.12.6.5 The testing and simulation principles in clauses A.5 and A.6 are relevant to theassessment of seats.

G A.12.6.6 These tests represent an ultimate load case; the seats do not need to be serviceableafter testing.

G A.12.6.7 RSSB research report T066 (2008) gives a description and specification of the HybridIII RS ATD.

G A.12.6.8 Analysis of the vehicle layouts is likely to result, for unidirectional seating, in at leastfour worst cases for each seat type: two considering structural performance (forwardsand rearwards) and two considering injury potential (forwards and rearwards).


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G A.12.6.9 Seat types could include standard and first class, in single and multipleconfigurations; the absence of details such as armrests and seat-back hand holdswould not normally have a significant effect on the overall performance structurallyor for injury potential. Testing of a seat in multiple configuration including allattached details is likely to represent the worst case, allowing a single seat withoutany attached details to be passed by comparison.

G A.12.6.10

Where seat back tables are used, an additional forward case with the table deployedwould be required.

G A.12.6.11

To minimise the number and cost of physical tests undertaken it is usually possible tocombine some or all of the seat tests required into a single crash test, subject to thecapabilities of the test centre concerned.

G A.12.6.12

Test requirements are not specified for open bay seating (bay seating without tables).Research has shown that test repeatability is a problem, due to parameters such as:

a) Whether the seat opposite is occupied.b) The position of any person opposite.c) The wide range of feasible initial postures, for example, relative foot positions.

G A.12.6.13

The above parameters can all have an effect on lower body trajectory and therelatively long trajectory for the upper body.

G A.12.6.14

If seats are to be used in an open bay configuration, it is good practice to incorporatea generous contact surface and to design for progressive crushing of the leading edgeof the seat pan. Such design features will limit force levels in the lower limbs andallow energy to be absorbed before the upper body contacts the seat back.

G A.12.6.15

See Appendix B for guidance on vehicle interior layouts, including longitudinalseating. There are no dynamic test requirements for longitudinal seats.



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A.13 Tables

A.13.1 General

Guidance

G A.13.1.1 In bay seating arrangements, tables can be very beneficial as they help contain theseated passengers, but the proximity of the table edge to the person’s unprotectedvital organs in the abdominal region carries a risk of injury which will need to bemitigated by careful consideration of the shape and thickness of the table edge andthe construction of the table top.

G A.13.1.2 A very thick table edge may minimise the risk of abdominal injury in a collision;however, this may hamper access and egress due to the reduction in space betweenthe seat and the underside. These potentially conflicting requirements will need to bereconciled as part of the design process.

G A.13.1.3 An example of good practice for rigid table edge profiles is shown in Figure 2 andTable 2. These dimensions have resulted in satisfactory performance under dynamictesting for injury potential in accordance with Appendix F; however, this is highlydependent on the structural design of the table and its supports.

Figure 2: Table edge profiles


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Parameter Label(Figure2)

Value (mm) Comments

Thickness T 40 Fixed tables

20 Folding, hinged or sliding elements of tables,including seat-back tables

Offset O 5 ≤ O ≤ 10 Measurement position for T from edge of table

Plan viewradius

R1 25 May be reduced to:

• 15 mm adjacent to bodysides or fixedpartitions

• 5 mm on hinged elements

Edge radius R2, R3 5 Minimum

Table 2: Rigid table edge profiles

A.13.2 Proof load cases

A.13.2.1 Fixed tables and their mountings, including fixed elements of tables with hinged orsliding elements, shall withstand, without significant permanent deformation, thefollowing separate proof loads:

a) 1000 N applied vertically downwards or upwards at any position.b) 750 N applied horizontally to the edge of the table, in any direction and at any

position on the edge.c) 1500 N applied horizontally to the outer edge of the table in the direction of the

longitudinal axis of the vehicle (for tables which fully or partially overlap two ormore transverse seating positions).

A.13.2.2 A downwards vertical load of 750 N shall be applied, without significant permanentdeformation of the table or its mountings, at any point along the unsupported edgeof:

a) Side tables.b) Hinged or sliding elements of tables, when fully deployed or extended.

Rationale

G A.13.2.3 This controls the risks associated with structural integrity of tables and reflects GBhistorical practice.

Guidance

G A.13.2.4 The considerations regarding proof and dynamic loads apply to tables as well asseats; see clauses G A.12.3.9 and G A.12.3.16.

G A.13.2.5 Tables are typically directly attached to the bodysides and to the floor with a singletable leg. For the purposes of vibration isolation, secure attachment can also be



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achieved by attachment to the floor alone, subject to the floor structure havingsufficient load capacity to transmit table loadings back to the primary vehiclestructure. It is not considered good practice to attach tables directly to partitions orstructural bulkheads, unless sufficient resilience can be incorporated into theinstallation and it can be shown that predicted injury levels are acceptable underdynamic testing; see clause A.13.3.

G A.13.2.6 It is good practice to assess the potential failure modes when a table is loadedbeyond the specified proof loads. For a table directly attached to the bodyside, arelatively small elastic or permanent displacement at the bodyside fixings can imposea large shearing deflection on the table leg which could result in failure at the pointswhere attached to the underside of the table or to the floor. A partially attached tableleg could then have the potential for serious injury in the event of further impacts.

A.13.3 Dynamic tests for tables

A.13.3.1 For each type or design of fixed table, dynamic tests shall be conducted with theassociated seat or seats under a forwards acceleration pulse to assess, for criticalpositions:

a) The structural integrity of the table and its attachment to the vehicle primarystructure, using a 95th percentile male ATD; see Appendix F.

b) The injury potential of the table, using a 50th percentile male ATD; see Appendix F.c) For tables in a bay seating arrangement, survival space on the opposite side of the

table to the impacting ATD; see Appendix L.

A.13.3.2 Critical positions shall be determined on the basis of:

a) The longitudinal deceleration pulse set out in Appendix F.b) For shared tables, the seat position where the local table longitudinal stiffness

(measured at the seat centre-line) is greater. It is acceptable for displacementsfrom longitudinal proof load assessment to be used for this purpose.

A.13.3.3 Where tables are fitted with hinged flaps or moveable elements, both open andclosed cases shall be tested dynamically for injury potential.

A.13.3.4 For tables with sliding elements if, when subjected to a horizontal force not greaterthan 100 N, the sliding elements retract to the closed position, no assessment shall berequired for the extended position.

A.13.3.5 For seat-back tables, only the injury potential shall be tested dynamically, in both thedeployed and stowed positions.

A.13.3.6 If, under dynamic load conditions, the seat back table closes, there shall be nocontact between the neck or head of the impacting ATD and the edge of the tableunless, where this occurs, it is shown to be acceptable as part of the injury criteriaassessment set out in Appendix K.

Rationale

G A.13.3.7 This controls the risks associated with passenger secondary impacts with tables, andreflects GB practice.


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Guidance

G A.13.3.8 The testing and simulation principles in clauses A.5 and A.6 are relevant to theassessment of tables.

G A.13.3.9 These tests represent an ultimate load case; the tables do not need to be serviceableafter testing.

G A.13.3.10

Table types could include standard and first class, in single and double configurations;the absence of details such as table lamps and power sockets would not normallyhave a significant effect on the overall performance structurally or for injurypotential. Testing of a table design in double configuration including all attacheddetails is likely to represent the worst case, allowing a single table without anyattached details to be passed by comparison, assuming the same construction andconfiguration of attachments to the vehicle primary structure.

G A.13.3.11

A separate dynamic structural test is not required for seat-back tables.

G A.13.3.12

When tested using the 50th percentile ATD for injury assessment, some designs ofhinged seat-back table have been observed to contact the ATD neck due to thecombined kinematics of the table and the ATD. This is equivalent to the throatcatching on the table edge. It is good practice to design the geometry andcharacteristics of the seat back table to prevent this occurring.

G A.13.3.13

To minimise the potential for injury from folding tables, it is good practice to ensurethat:

a) Hinges, pivots and retaining mechanisms are smoothly contoured.b) There are no exposed sharp edges or corners in any table position.c) When impacted, the table will close or otherwise collapse in a safe and controlled

manner without becoming detached.

G A.13.3.14

For seat-back tables, the space envelope is determined as follows:

a) Using anthropometric data covering the range from a 5th percentile female to a95th percentile male passenger.

b) In the stowed position, the seat-back table is constrained to the area of the seatback between the knee contact area and the head contact area.

c) In the deployed position, the seat-back table is constrained to a triangle (seeFigure 3) defined by:

i) The underside of the table where it meets the seat.ii) The lower edge of the head contact area.iii) The foremost abdomen position when the knees contact the back of the

seat.



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Figure 3: Seat back table space envelope


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A.14 Wheelchairs

Guidance

G A.14.1 Due to the very wide range of wheelchair types and sizes available, prescriptiverequirements are not possible.

G A.14.2 In collisions, the relationships between the passenger, their seat and any table havebeen shown to have a significant effect on the outcome. Unlike for other seatedpassengers, the design, dimensions and mechanical characteristics of the seat for awheelchair user are outside the control of the rail vehicle builder, owner or operator.

G A.14.3 It is good practice to use the reference transportable wheelchair defined in Annex Mof the PRM TSI as a basis for design.

G A.14.4 It is also good practice to consult the Disabled Persons Transport Advisory Committee(DPTAC).

G A.14.5 Research has indicated that it is not good practice to strap, clamp or otherwiseconstrain the wheelchair or its occupant.

G A.14.6 Clause 4.2.2.2 (6) of the PRM TSI requires a means of preventing a wheelchair tippingover backwards. In designing the necessary structure or fitting, it is good practice todetermine a realistic set of forces. For example, it is unreasonable to expect astructure to withstand the full inertia of a fully laden wheelchair accelerated at 3 g(between 6 and 9 kN), as the forces will be distributed over the contact areas betweenthe wheelchair and the floor as well as the structure or fitting.

G A.14.7 Further requirements for rail vehicle design for wheelchair areas are contained withinBS EN 16585-2:2017.

G A.14.8 A vertical panel, colloquially known as an "ironing board", is used on buses to providerearwards restraint for wheelchair users. However, it is understood that wheelchairusers may prefer not to travel backwards.



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A.15 Cabs

A.15.1 Windscreens

A.15.1.1 The strength of windscreen fixings and the complete windscreen installation shall beconsistent with the strength and impact requirements for the windscreen as set out inBS EN 15152:2019.

A.15.1.2 A windscreen together with all mounting attachments, fixings and surroundingvehicle structure shall withstand without failure the aerodynamic loads set out insection 2.1 of this document.

Rationale

G A.15.1.3 These requirements support clauses 4.2.9.2 and 7.5.2.1 of the LOC & PAS TSI. Theycontrol the risks of driver or staff injury from windscreen detachment under impact oraerodynamic loading, and reflect GB practice.

Guidance

G A.15.1.4 The intentions of the loading requirements are:

a) All windscreen loads are transferred into the primary vehicle structure withoutsignificant permanent deformation or overloading of any system of fasteners orbonding used.

b) As far as possible, a windscreen cannot become detached due to flexure orbreakage of cab canopy mouldings during a collision.

G A.15.1.5 This is to ensure that cab structural integrity and survival space are preserved,accounting for the mass of typical windscreen units.

G A.15.1.6 An individual windscreen can weigh between 30 kg and 140 kg which, if detached,would present a significant risk of serious injury or fatality to traincrew.

G A.15.1.7 At intermediate ends of fixed formation units, any predominantly forward or rearfacing window, behind which passengers, personnel or traincrew may be located innormal service, is taken to be a bodyside window and therefore would not be requiredto comply with BS EN 15152:2019. Some passenger trains are fitted withintermediate end windows, improving security by giving passengers visibilitythroughout a unit. As these windows are not exposed to the same risk of missileimpacts or aerodynamic forces as a cab windscreen, they are equivalent to bodysidewindows.

G A.15.1.8 The impact requirements in BS EN 15152:2019 are identical to those set out inAppendix C of UIC leaflet 651.

G A.15.1.9 The following are not assessed as windscreens, provided the requirement for overallvehicle leading end impact resistance is met:

a) Windows to shield equipment.b) Glazing over indicators.c) Windows or glazing fitted for aesthetic purposes only.

G A.15.1.10

A good windscreen design will include assessment of the effect of other loadings onthe vehicle structure affecting the windscreen and the security of its mountings, in


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addition to loads acting on the windscreen being transferred into the vehicle primarystructure.

G A.15.1.11

There is a risk that, in the event of derailment or roll-over, the windscreen maybecome detached or the surrounding structure may fail. This can result in significantballast and debris ingress to the cab. RSSB research report T190 (2005) has reviewedthese issues in detail.

G A.15.1.12

Where windscreens are structurally bonded into position, with the bond acting as anelement of the load path between windscreen and structure, a good design wouldensure that any rebate for mounting the glass is protected from damage when bondmaterial is cut during windscreen replacement.

A.15.2 Secondary impact

A.15.2.1 Cabs and areas occupied by traincrew shall be assessed for the potential for injurydue to secondary impact as set out in clause A.3.

Rationale

G A.15.2.2 This controls the hazards of injury to drivers and traincrew in the event of a collisionor derailments and reflects GB practice.

Guidance

G A.15.2.3 GB practice is to apply the same principles for drivers as for passengers.

A.15.3 Dynamic testing

A.15.3.1 The cab seat zone shall be dynamically tested in accordance with Appendix F, tosimulate a frontal collision, with the following additional conditions:

a) The items tested are to include the driver's seat, the cab windscreen andmounting frame, the console, foot rest and any other features which might affectthe trajectory and impact velocity of the Anthropometric Test Device (ATD).

b) Any devices which are to be used to reduce the impact effects, for example airbags or knee bolsters, are to be fitted as on a service vehicle.

c) The driver's seat is to be positioned with:

i) The seat back upright;ii) The seat facing forward and adjusted vertically and longitudinally to place a

50th percentile male in an appropriate driving position for a person of thatsize; and

iii) Any other adjustable features, such as an adjustable driver's vigilancedevice pedal, necessary for driving the train under normal conditions,positioned consistently with the driving position.

A.15.3.2 The injury potential of the cab seat zone shall be determined in accordance withAppendix K.

A.15.3.3 Survival space for the driver shall meet both criteria set out in clause 6.3.1 ofBS EN 15227:2008+A1:2010 (clause 6.3.3 of BS EN 15227:2020 when published).



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Rationale

G A.15.3.4 See clause G A.15.2.2.

Guidance

G A.15.3.5 The cab seat zone refers to the area of the cab where the driver normally sits.

G A.15.3.6 GB practice is to subject cab seats to the general seat requirements set out in clause A.12.1.

G A.15.3.7 Additional specific safety systems may be necessary to minimise the effects ofimpacts and reduce driver injuries. RSSB research report T190 (2005) investigated anumber of such systems, including air bags, knee bolsters and moveable seats. It isgood practice to ensure that any method used does not increase the risk of injury topassengers travelling in areas adjacent to the cab.

G A.15.3.8 Other requirements for drivers' cabs are set out in the BS EN 16186 series ofstandards.


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Appendix B Good practice guide for secondary impactassessment

B.1 Introduction

Guidance

G B.1.1 As a vehicle decelerates, all objects inside which are not attached or contained willretain their kinetic energy and continue to move at the velocity of the vehicle prior tothe primary impact. This motion will continue until these objects are brought to restby secondary impacts with fixed items. In a collision, a passenger would therefore beprojected in the direction of impact relative to the vehicle. On impacting an object oranother person, some or all of the projected passenger’s energy will be dissipated.Glancing impacts, which may still be sufficiently severe to cause injury, may leave thebody with residual energy which will be dissipated in further impacts. It cannottherefore be assumed that all occupant movements will be parallel to the longitudinalaxis of the vehicle, nor that all passengers and staff will be seated.

G B.1.2 In general, the severity of a secondary impact injury is dependent upon the kineticenergy and its rate of dissipation on impact. The rate of kinetic energy dissipation(the relative deceleration at the point of contact) is related to the stiffness of thecontact surface, the concentration of energy per unit contact area and the bodyregion involved.

G B.1.3 The speed of an impacted vehicle and its interior components reduces very rapidly ina collision, whilst the velocity of an unrestrained passenger or object remainsrelatively constant (free flight). The risk of serious injury is lessened, therefore, byreducing the distance travelled by occupants along the vehicle. The shorter thedistance, the lower the likelihood of severe secondary impact with interior features orother occupants, since the velocity of the passenger relative to the vehicle at impactwill be lower.

G B.1.4 The human body can be characterised as a group of linked segments, each with theirindividual masses, inertias and stiffness characteristics. For example, in the case of achest impact, where the chest is stopped directly but the head is not, the neck isstressed transferring forces and moments to the chest as the head is subsequentlydecelerated. It is therefore good practice to attempt to control the trajectory of thepassenger in an accident, the passenger’s orientation at impact, and to minimise therelative movement between body segments caused by rapid deceleration of one partbut not the other.

G B.1.5 To minimise the severity of injuries it is good practice to ensure that the interiorcrashworthiness design assesses the following:

a) The velocity at the point of contact.b) The area impacted in order to reduce the energy concentration.c) The potential for impact on the areas of the body containing vital organs.d) The relative movement between body segments.



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B.2 Interior layouts

Guidance

G B.2.1 Seemingly minor items, such as luggage racks, coat hooks, magazine racks and tablelights, can have a significant effect on the outcome of a collision for the passengersinside.

G B.2.2 Analysis of passenger injury data has indicated that a high proportion of passengerinjuries are attributable to seat impacts. Unidirectional seating provides a higherdegree of protection than open bay seating configurations or longitudinal seatingarrangements by providing containment in the immediate seating area, preventinglonger excursions in the vehicle and reducing the possibility of impacts or interactionwith other passengers.

G B.2.3 Bay seating with tables can give a high level of containment, provided that the risk ofchest or abdominal injury from impact against the table edge can be controlled. Anumber of strategies for achieving this have been investigated, for exampledeformable edges or flip up sections; see RSSB research report T201 (2007).

G B.2.4 Open bay seating arrangements can lead to an increase in injury as compared with aunidirectional seating arrangement. This is due to the longer distance the passengeris thrown forward before impacting the seat opposite, and the risk of increased injurynumbers and severities due to impacts with passengers sitting opposite.

G B.2.5 For inner-suburban or metro applications where high densities of standing passengersare catered for and short station dwell times are essential, longitudinal seating can bean attractive solution. Longitudinal seating however does not necessarily provide ahigh level of containment for passengers in a collision.

G B.2.6 The potential disadvantages from an interior crashworthiness perspective oflongitudinal seating layouts are generally mitigated by the lower operational speedsfor inner-suburban or metro vehicles. They can be further mitigated by carefulconsideration of draughtscreen size and positioning, the location of grab poles andthe size and form of armrests, where these are provided. For continuous rows oflongitudinal seats, it is good practice to limit adjacent longitudinal seating positionsto three, with separation from the adjoining seats by using grab poles,draughtscreens or similar features.

G B.2.7 To minimise the risk of potentially long trajectories for seated occupants in a collision,exposed transverse seats are not considered good practice. An exposed seat creates apotential passenger trajectory significantly exceeding the dimensions of an open bayarrangement. Where such seats would otherwise occur, it is good practice to designthe layout to limit the potential occupant trajectory by the use of, for example, otherseats, tables, partitions or, less beneficially, a longitudinal seat orientation. It is goodpractice to apply similar considerations where seating is provided on different floorlevels.

G B.2.8 It is not considered practical to provide specific guidance for containment of standingpassengers; the general guidance given is considered sufficient.


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B.3 Objectives of secondary impact assessment

Guidance

G B.3.1 The secondary impact assessment is to ensure that the general features and detailingof the vehicle interior are of an acceptable standard and will give the occupants areasonable level of protection in the event of a collision or derailment. It is goodpractice to assess the overall functional requirements for a vehicle interior, forexample regulations for Persons of Reduced Mobility (PRM TSI), passengermovement (loading, unloading, dwell times) and security.

G B.3.2 A good secondary impact assessment will take the form of a report, whichmethodically and systematically analyses the train or vehicle interior against therequirements set out in this document. The interior could be subdivided into commonareas or zones which are identical in terms of seating and standing layouts, geometryand surrounding features. For example, a simple electric multiple unit could bereduced to the following zones: cab, central saloon, first class saloon, end saloon, lowceiling end saloon (pantograph above), doorway/vestibule, wheelchair seating area,toilet area. Within otherwise identical zones, minor variations can be expected; in thiscase it is acceptable to analyse the most commonly occurring zone and then assessthe differences for the variants.

G B.3.3 The secondary impact assessment zones could be defined and set out in the reportusing diagrams or marked up drawings, supported by photographs. Within thesezones there will typically be many items which are common throughout the train suchas seats, tables, handholds and handrails. However, a common or repeated ‘item’could be a relatively complex sub-assembly, for example an interior door andassociated partitions or a draughtscreen. Repeated items such as these would need tobe assessed once for aspects such as sharp corners and edges; however, mountingarrangements may vary, affecting their performance.

G B.3.4 The secondary impact assessment zone analysis will identify which repeated featuresare encountered and assess any unique features within the zone. The zone analysiswould also assess aspects relating to location, and the relationships between itemssuch as protrusions or recesses, as well as abrupt changes in stiffness together withany potential mitigating factors.

G B.3.5 The analysis of repeated items could be set out as an annexe to the main secondaryimpact assessment report, with key aspects such as point and edge radii tabulated,supported by photographs or drawings where appropriate and by any relevanttechnical data.

B.4 Secondary impact assessment details

Guidance

G B.4.1 Potentially aggressive features would normally be assessed for secondary impact byreference to this document, appropriate standards, reference works (for example,research findings) and established good practice. Where this is not possible, computersimulations or dynamic tests using head forms or other devices could be considered.



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G B.4.2 Where computer simulations or dynamic tests are undertaken, suitable initialconditions (for example orientation, initial separation) will need to be derived andjustified technically. When assessing longitudinal impact under these circumstances,it is good practice to use the crash pulse given in Appendix F. For lateral and verticalimpacts, unless more precise data is available, it is good practice to use the ultimateload case lateral and vertical acceleration magnitudes for body mounted equipment(see BS EN 12663-1:2010+A1:2014), assuming the same timings as for thelongitudinal pulse.

G B.4.3 Some areas or features of a vehicle interior may be used infrequently, for examplecab seating for instructors or inspectors, where the use as a proportion of time inservice is very low. In such cases, it is permissible for a risk-based argument to formpart of the assessment. However, it is not good practice to apply such arguments totoilets or areas where passengers stand; these areas are always potentially in use oroccupied when the train is in service.

G B.4.4 The following may be omitted from the secondary impact review:

a) Items shielded by another item when potential impact is considered inlongitudinal, lateral or vertical directions.

b) Items which cannot be contacted by a 100 mm diameter sphere.

G B.4.5 A sphere of 100 mm diameter can be considered to represent a person’s arm or a leg.A sphere of 165 mm is used in automotive standards to represent an averageperson’s head; however, in the rail environment it is less simple to make a cleardistinction between areas for head contact and arm or leg contact. The 100 mmsphere therefore tends towards a more conservative result.

G B.4.6 The injury potential of any given edge will depend very much on the part of the bodymaking contact and the resilience of the object struck, making it difficult to proposegenerally applicable design rules. For rigid materials, it is good practice to ensure thatedge or corner radii are:

a) At least 20 mm where there is a risk of head injury;b) At least 10 mm where there is a risk of arm or leg contact; andc) Not less than 5 mm elsewhere.

G B.4.7 For potentially critical areas, it is good practice to assess the potential severity ofinjury if struck by a passenger in a collision. Wherever possible, it is good practice touse concealed fasteners to minimise the risk of injury due to secondary impact. Wherethis is not possible, it is good practice to review the type and location of exposedfastener heads (for example countersunk, domed or standard screws or rivets) toreduce the risk of secondary impact injuries.

G B.4.8 In areas where there is potential for secondary impact by passengers or traincrew, it isgood practice to design panel edges, their fixing and security to control the risk ofsharp edges or aggressive surfaces being exposed when distorted if impacted duringan accident or collision.

G B.4.9 It is good practice to assess projecting items such as controls, switches, indicators andinstruments based on their position and thus the risk of being impacted, the degree ofprojection from the surrounding surface and their rigidity. Automotive standards, EU


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directive 74/60/EEC or E/ECE/TRANS/505 Regulation No. 21 may provide somerelevant criteria for these types of feature.

G B.4.10 When subject to secondary impact, gaps between items or recesses could besignificant causes of injury due to entrapment. For locations around seats wherehands could become entrapped, it is good practice to ensure that there are no gaps orrecesses smaller than 25 mm in width with a depth greater than 20 mm. For areaswhere feet could become entrapped, for example beneath seats, it is good practice toensure that any gaps are either smaller than 100 mm × 50 mm or greater than 300mm × 150 mm.



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Appendix C Bodyside windows - small missile test procedure

C.1 Conditions of test

C.1.1 To demonstrate that window glass has an acceptable level of resistance to impact bysmall missiles, across a representative temperature range, three successive complianttests at high temperature and three successive compliant tests at low temperatureshall be completed.

C.2 Test windows

C.2.1 The window units tested shall be an actual window or glazing system, which is to beinstalled in the vehicle, or of samples having minimum dimensions of1100 mm × 900 mm constructed in a manner representing their installed condition.

C.2.2 The window units or samples shall be tested with both panes installed in a mannerrepresenting their installed condition.

C.2.3 If samples are to be tested, they shall be mounted for testing in a mannerrepresentative of the installed condition for the complete unit.

C.2.4 The geometric centre of the window unit or sample shall be determined beforetesting. In the case of window units which are sub-divided by glazing bars, use a worstcase position or positions for the effective geometric centre.

C.3 Temperature

C.3.1 For the high temperature tests:

a) The window units or samples for testing shall be heat soaked at a minimum of35°C for a minimum period of 6 hours immediately preceding the test.

b) Under no circumstances shall the temperature of the inner surface of this pane ofglass be lower than 35°C at the time of the test.

C.3.2 For the low temperature tests:

a) The window units or samples for testing shall be heat soaked at a maximum of-17°C for a minimum period of 6 hours immediately preceding the test.

b) The temperature of the test specimen, when installed in the test apparatus, shallbe allowed to increase to give a nominal temperature of 0°C of the inner surface.

c) Under no circumstances shall the temperature of the inner surface of the unit behigher than 0°C at the time of the test.

Guidance

G C.3.3 For windows with single panes only, it is acceptable for the inner and outer surfaces tobe at the same temperature; any variation of temperature through the panethickness can be discounted.

C.4 Impact test

C.4.1 The impacting object used for these tests shall be a solid steel ball of a mass of0.25 kg.


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C.4.2 For testing laminated glass or laminated double glazed window units the steel ballshall be travelling at a speed of (100 ±3) km/h at the point of impact.

C.4.3 The window units or samples tested shall be orientated such that the ball impacts thegeometric centre of the unit.

C.4.4 The window units or samples shall be tested in such a way that the impacting objectfirst strikes the sample perpendicular to the surface representing the outside of thevehicle.

C.4.5 The total amount of spall from the inner surface of the window shall not exceed 40 g.

C.5 Penetration

C.5.1 The steel ball shall not fully penetrate the window units or samples under the highand low temperature tests. In the case of laminated glass window units or samples,the steel ball shall not rupture the laminating interlayer.

C.5.2 No part of the ball shall be exposed to the area representing the interior of the vehicleduring the test.

C.6 Integrity

C.6.1 In the case of double glazed window units, there shall be no loss of structural integrityin the bonding between the inner and outer panes and spacer bars or any other fixingsystem between the window unit elements.



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Appendix D Bodyside windows - passenger containment testprocedures

D.1 Conditions of test

D.1.1 Double-glazed window systems representative of production quality and constructionshall be tested.

D.1.2 Three successive compliant test sequences shall be conducted to demonstrate that awindow system achieves an acceptable level of containment.

D.2 Window test assembly

D.2.1 The window test assemblies shall consist of complete window units including frame (ifthis is part of the design) installed in an assembly representative of the vehicleinstallation.

D.2.2 The geometric centre of the window unit or sample shall be determined beforetesting. In the case of window units which are sub-divided by glazing bars, use a worstcase position or positions for the effective geometric centre.

Guidance

G D.2.3 It is permissible to install the window unit in an appropriate section of the mainvehicle structure where this is available.

G D.2.4 Where split windows, openable top lights or hopper windows are fitted, the mountingand different support conditions for the glass due to a glazing bar, or equivalent,being incorporated in the window may significantly affect the performance of thecomplete window unit. In such cases, it is good practice to conduct separate tests foreach pane. For consistency between tests and in consideration of the impactor andtypical window dimensions, the centre of the pane or panes to be tested is specifiedas the point of impact

D.3 Temperature

D.3.1 The ambient temperature at the time of testing shall be between 15°C and 25°C.

D.3.2 The test temperature shall be recorded for each test.

D.3.3 To ensure that the window units for testing are correctly conditioned, they shall beheat soaked at the specified temperature for a minimum period of 6 hoursimmediately preceding the test.

D.4 Impact testing

D.4.1 To determine the containment performance of the window unit, each window unitshall be subjected to the following sequence of tests, which shall be undertaken in thefollowing order:

a) Steel ball impact.b) Pendulum impact.c) Concentrated perpendicular load.


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D.5 Steel ball impact test

D.5.1 The impacting object used for test (a) shall be a solid steel ball with a mass of 5 kgand a speed of (34 ±3) km/h at the point of impact.

D.5.2 The ball shall impact the geometric centre of the window unit perpendicularly on thesurface representing the exterior of the vehicle.

D.5.3 The ball shall not fully penetrate the window unit.

D.5.4 No part of the ball shall be exposed to the area representing the interior of the vehicleduring the test.

D.5.5 The total amount of spall from the inner surface of the window shall not exceed 10 g.

Guidance

G D.5.6 A 5 kg steel shot putt is an acceptable impact ball; this can be readily obtained fromsports equipment suppliers as it is a standard size for international competition. As analternative, a 12 lb (5.443 kg) shot putt is acceptable, provided that the speedtolerance can be satisfied. When using a 12 lb ball, the nominal impact velocity wouldbe 32.6 km/h to give the same nominal kinetic energy.

D.6 Pendulum impact test

D.6.1 The pendulum impactor design, mass and mechanical characteristics shall be asdefined in BS EN 12600:2002. Where a rigid suspension is used, it is permissible toeither reduce the mass of the impactor weights or to reduce the specified drop heightto compensate for any change in effective mass due to the suspension.

D.6.2 The impact energy shall under all circumstances be within ±1% of the nominal valueof 588.6 J.

D.6.3 The test window shall be installed in the test apparatus and rigidly clamped such thatthe impactor strikes the geometric centre of the internal face of the test windowwithin a tolerance of 50 mm radially.

D.6.4 The impact shall be perpendicular to the test window surface representing theexterior of the vehicle.

D.6.5 With the impactor hanging freely, the distance between the impactor and the surfaceof the test window shall be in the range 5 mm to 15 mm.

D.6.6 The complete pendulum test rig shall be either:

a) Calibrated by using the clamping frame, calibration specimen and calibrationprocedure set out in BS EN 12600:2002; or

b) The initial pendulum position (height) and its release shall be calibrated todemonstrate that the impactor velocity immediately prior to impact is within atolerance of ±2%.

D.6.7 The impactor tyres shall be inflated to a pressure of (0.35 ±0.2) MPa.

D.6.8 The tyre pressures shall be checked before each impact test.



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D.6.9 The impactor shall be raised to the specified height and released to fall with apendulum movement without initial velocity.

D.6.10 The impactor shall strike the test window once.

D.6.11 The impactor shall not penetrate the test window.

Guidance

G D.6.12 The pendulum impactor design set out in BS EN 12600:2002 uses a wire suspension.For ease of use, a rigid suspension arm may be preferred. Where a rigid suspension isused, the effective mass of the pendulum will be increased due to the inertia of thearm. It is therefore acceptable to modify either the impactor mass and operate fromthe standard drop height or vary the drop height provided that the kinetic energy ismaintained. For a rigid suspension arm the drop height can be defined usingalternative dimensions or angles for convenience if required.

D.7 Concentrated perpendicular load

D.7.1 A concentrated perpendicular load of 0.8 kN shall be applied and sustained for aperiod of one minute, over an area of 0.1 m × 0.1 m at the centre of the surfacerepresenting the interior of the vehicle.

D.7.2 The glazing unit shall remain fixed within its frame or retaining system.

Guidance

G D.7.3 For a practical test, where weights are used, it is acceptable for some contact betweenthe weights and the glass to occur outside the specified contact zone as the glassdeflects. It is acceptable for the contact patch to be effectively rigid compared to theglass surface.

D.8 Integrity

D.8.1 A compliant test sequence shall satisfy the requirements of D.5.4 and D.5.5, and D.6.11 and D.7.2.


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Appendix E Bodyside windows - pressure pulse test procedures

E.1 Conditions of test

E.1.1 Double-glazed window systems representative of production quality and constructionshall be tested.

E.1.2 To demonstrate that a window system achieves an acceptable level of containmentperformance, three successive compliant tests are required.

E.2 Window test assembly

E.2.1 The window units to be tested shall be:

a) In an actual window frame of the same design and specification as used inservice; and

b) Fixed to a blanking panel representative of the vehicle construction.

E.2.2 The blanking panel shall be installed in the test apparatus in such a way that theexternal pane of glass is to be exposed to the transient air pressure pulse.

E.3 Temperature

E.3.1 The ambient temperature at the time of testing shall be between 15°C and 25°C.

E.3.2 The test temperature shall be recorded.

E.3.3 To ensure that the window units for testing are correctly conditioned, they shall beheat soaked at the specified temperature for a minimum period of 6 hoursimmediately preceding the test.

E.4 Test procedure

E.4.1 Each window unit to be tested shall be damaged as follows:

a) Mark the centre point of the outer glass pane; this is where the major and minoraxes cross.

b) Measure and record the perpendicular distance (D1) from a suitable datum to thecentre point of the outer pane.

c) Position the window unit with the same vertical orientation as when installed on avehicle.

d) Craze the outer glass pane with an automatic centre punch at the centre point,using the minimum amount of energy. It is permissible for no more than two glassfragments or dice to be dislodged or lost from the centre point of the pane as aresult of this process.

e) After a stabilising period of 10 minutes, measure and record the perpendiculardistance (D2) from the datum to the centre point.

E.4.2 The damaged pane shall meet all the following criteria:

a) The crazed surface is either flat or bowed, but there are no sharp changes incontour.

b) The crazed surface has no folds at the edges or centre.c) There is no out-of-plane displacement of glass fragments or dice.



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d) The inner glass pane is intact.e) There is no failure of the bond between the outer glass pane and the spacer.f) The central deflection (D2 – D1) or (D1 – D2), as applicable, shall not exceed the

values shown in Table 3:

Minor dimension of the unit Maximum central deflection

Up to and including 350 mm 5 mm

Over 350 mm up to 600 mm 7 mm

Over 600 mm up to 900 mm 10 mm

Greater than 900 mm (Minor dimension / 100) + 1 mm

Table 3: Bodyside window damage criteria for pressure pulse testing

E.4.3 Each successfully damaged window unit shall then be positioned with the samevertical orientation as installed on a vehicle and shall be subjected to a sequence of25 differential air pressure pulses having the following characteristics:

a) The period between the initiation of successive pulses shall not be less than10 seconds.

b) Each pulse shall start with a zero pressure differential across the glazing unit.c) The relative air pressure on the crazed face of the unit shall be increased to a

minimum of +500 Pa, decreased to a maximum of -800 Pa and then returned tozero.

d) All changes of pressure shall be accomplished at a constant nominal rate of43 kPa/s. As the air pressure is cycled, it is permissible for the time at which a givenpressure occurs to deviate by ±5 ms from that given by the nominal rate (seeFigure 4).

e) There shall be no dwell period at the points of maximum and minimum relativepressure on the crazed surface.

f) It is permissible for the first five pulses in the test sequence to deviate by up to5% from the specified limiting values.

g) A time history of the pressure pulses shall be included in the test report.


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E.4.4 There shall be no additional detachment of glass or glass particles from the glazedunit during the test or within 10 minutes of its completion after being damaged inaccordance with E.4.1.

Figure 4: Pressure pulse tolerances

Note: For all pulses, the specified pressure limits shall be complied with. Thetolerance corridor shown is only applicable to the timing and shape (rate) ofany given pulse.



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Appendix F Dynamic test procedures for passenger seats andtables

F.1 Introduction

F.1.1 This Appendix sets out the requirements for dynamically testing seats or tables for alongitudinal impact, using anthropomorphic test devices (ATDs).

F.1.2 Where numerical simulations are used instead of physical testing, the models usedshall demonstrate equivalence with the physical test requirements in this Appendixand Appendixes H, J and K.

Guidance

G F.1.3 For example, a section of a vehicle structure model or a rigid base can be consideredequivalent to a testing platform, and pre- and post-processor outputs from numericalsimulations are equivalent to photographs and video.

F.2 Preparation of seats or tables for dynamic testing

F.2.1 The seat or tables to be tested shall be mounted on a testing platform in a mannerthat is functionally representative of the vehicle interior for the purposes of thedynamic tests to be undertaken.

F.2.2 The anchorages on the testing platform provided for the test seats or tables shall berepresentative of those used in vehicles in which the seats or tables are intended tobe used:

a) The correct fasteners and/or fittings shall be used between the component andany parts representing the vehicle structure.

b) The fasteners and/or fittings shall be tightened and/or secured in accordance withthe installation instructions for the component.

c) Where keyways are used, it shall be demonstrated that the directly loaded parts ofthe keyway do not fail due to the loads applied through the fastenings andassociated fittings by fracture or splaying.

d) Load data shall be measured to define the structural requirements for the item’sinstallation, and the required strength of attachment points and fixings.

F.2.3 The vehicle body structure may be assumed to be rigid for the purposes of testing;that is, deflections due to the general operational loads may be ignored. The structureas tested may therefore include, where relevant, intermediate structures between theprimary carbody structure and the component, such as resiliently mounted floor units,partitions or support frameworks for panels.

F.2.4 For each test the seats and tables shall be positioned using the seat pitch, spacingand orientation required.

F.2.5 Any additional items identified in determining the critical positions shall be installedin their locations relative to the seats and tables.

F.2.6 The components to be tested shall be complete assemblies including any supports,plinths, brackets or supporting structures required for installation into a vehicle, andall upholstery and accessories.


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F.2.7 If the seats are fitted with seat back tables, they shall be either in the stowed or fullydeployed positions as required.

F.2.8 If adjustable, seat backs shall be in the upright position.

F.2.9 Seats completing the installation to be tested but which will not be impacted by theATD shall be the same type as the seat being tested and shall be located in anidentical arrangement to that used in vehicles in which the seat is intended to beused.

Guidance

G F.2.10 Where separate keyways are mechanically fastened to the vehicle structure it is goodpractice to demonstrate that the keyway fasteners are sufficient in size and quantityto withstand the dynamic loadings.

G F.2.11 Where keyways, for example T-slots, are used as the primary anchorages on thevehicle, it is permissible to use alternatives for testing, for example commerciallyavailable generic keyway sections, provided that the critical elements of the fasteningsystem are the same.

G F.2.12 It is permissible to provide anchorages which are mechanically equivalent, or whichcan be demonstrated to represent a more onerous situation than will be encounteredin practice.

G F.2.13 It is permissible to use longer bolts to accommodate load cells.

G F.2.14 Seats which are required to launch an ATD into a table are not required to beidentical to the vehicle seats, provided that it can be demonstrated that the dynamictest results are not affected in terms of ATD launching, trajectory and any reboundafter impact.

F.3 Dynamic test

F.3.1 The test environment shall be maintained at a temperature between 19°C and 26°C.

F.3.2 ATDs shall be prepared and positioned for testing as set out in Appendix H.

F.3.3 The configuration and arrangement of each test installation shall be recorded, usingmeasurements and photographs. This will enable the tests to be replicated byrepeated testing or computer simulation:

a) The test installation shall be marked up for motion analysis and measured inaccordance with Appendix J.

b) Details of the seat type, table type if applicable, build configuration of the seatsand tables and details of all mountings and fixings shall be included in the testreport.

c) If the mounting arrangement is configurable on assembly, details of theconfiguration shall be included in the test report.

F.3.4 The testing platform with ATDs installed shall be subjected to a simulated impact inaccordance with the test pulse shown in Figure 5 and Table 4. Under these conditionsa velocity change (Δv) of at least 5 m/s shall be attained.



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F.3.5 The dynamic test shall be recorded using high speed cameras or imaging systems.The video data shall be sufficient for the dynamics of the test and the interaction ofthe ATDs with the seats or tables to be determined. Good practice is to use arecording rate of 1000 frames per second.

F.3.6 After the dynamic test, as a minimum, the following items shall be determined andrecorded:

a) The location of points of impact shall be identified, located and photographed foreach ATD.

b) The maximum dynamic deflection longitudinally and the final position of theseats or tables longitudinally, laterally and vertically shall be measured andrecorded.

c) Where parts have been moved, deformed or damaged, the extent of deformationshall be measured, photographed and recorded.


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F.4 Longitudinal dynamic test pulse

F.4.1 The test pulse shown in Figure 5 and Table 4 is designed to achieve a velocitychange (Δv) of at least 5 m/s. Minor, short duration excursions outside the limits arepermissible, provided this overall objective is demonstrated to have been achieved.

Figure 5: Test pulse

Point Time (ms) Acceleration (g) Point Time (ms) Acceleration (g)

A 10 0.0 E 0 7.5

B 20 5.0 F 150 7.5

C 100 5.0 G 210 0.0

D 110 0.0

Table 4: Test pulse coordinates



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Appendix H Preparation and set up of Anthropomorphic TestDevices (ATDs)

H.1 ATDs

H.1.1 Except where permitted by H.1.4, Hybrid III 50th percentile male ATDs, equipped withsufficient instrumentation, shall be used to determine the injury criteria required.

H.1.2 Hybrid III 50th percentile ATDs shall conform to US Department of Transportation 49CFR 572.30 and ECE 94, except for the following modifications and additions:

a) 45-Degree dorsi-flexion ankles / feet with rubber bump stops and padded heelsshall be fitted.

b) Roller ball-bearing knees, such as those supplied by ASTC, shall be fitted.

H.1.3 Hybrid III ATDs shall be re-certified after every 10 impact tests according to thecertification procedure for the Hybrid III ATDs (see US Department of Transportation49 CFR 572.30) and Annex 10 of ECE 94.

H.1.4 Where it is not reasonably practicable to measure parameters directly with a standardHybrid III ATD, it is permissible for data to be used in support of the overall injurycriteria assessment that is obtained using:

a) Modified Hybrid III ATDs (for example the Hybrid III RS ATD);b) Other test devices (for example other types of ATD or headform devices); orc) Validated computer simulations;

for which the biofidelity, in particular of the relevant body part, can be shown.

H.1.5 Where modified ATDs are used, the standard parts of the ATDs shall be re-certified asfar as practicable according to H.1.3 . Non-standard parts shall be calibratedaccording to the manufacturer’s instructions, or a suitable calibration procedure shallbe included in the injury criteria assessment.

H.1.6 Where other test devices are used, the devices shall be calibrated according to themanufacturer’s instructions, or a suitable calibration procedure shall be included inthe injury criteria assessment.

H.1.7 Where computer simulations are used, details of the software revision level andpublisher shall be included in the injury criteria assessment.

H.1.8 Uninstrumented 95th percentile male ATDs, used for structural assessment, shall beeither Hybrid II or Hybrid III as specified in the dummy manufacturer’s user manual.

Guidance

G H.1.9 A full description and specification of the Hybrid III RS ATD is given in RSSB ResearchReport T066 (2008).

H.2 ATD preparation

H.2.1 Each ATD shall be:

a) Clothed with form-fitting cotton stretch garments with short sleeves and trouserswhich shall not cover the dummy’s knees.


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b) Fitted with shoes equivalent to those specified in MIL-S-13192P (size 11XW).c) Stabilised to a temperature in the range of 19°C to 26°C, as follows:

i) The ATD shall be heat-soaked at the specified temperature range for atleast 4 hours prior to the test.

ii) The temperature of the ATD shall be measured using a recording electronicthermometer placed inside the dummy’s flesh.

iii) The temperature shall be recorded at intervals not exceeding 10 minutes.iv) A printout of the temperature readings shall be supplied as part of the

standard output of the test.

H.2.2 All constant friction joints shall have their ‘stiffness’ set as follows:

a) The ATD temperature shall be stabilised in accordance with H.2.1 c).b) The tensioning screw or bolt which acts on the constant friction surfaces shall be

adjusted until the joint can just hold the adjoining limb in the horizontal.c) When a small downward force is applied and then removed, the limb shall

continue to fall.d) The ATD joint stiffnesses shall be set as close as possible to the time of the test

and, in any case, not more than 24 hours before the test.e) The ATD shall be maintained within the temperature range specified in H.2.1c)

between the time of setting the limbs and the time of the test.

Guidance

G H.2.3 Provided the ATD remains within the test environment, it is not necessary to repeatthe temperature stabilisation procedures set out in H.2.1c) for a sequence of tests orfor repeat testing.

H.3 Physical ATD positioning

H.3.1 The ATD shall be positioned as follows:

a) Place the ATD on the seat as close as possible to the required position, so that itsplane of symmetry corresponds to the plane of symmetry of the seating positionin question.

b) Apply a small rearwards force to the lower torso and a small forwards force to theupper torso to flex the upper torso forwards from the seat back.

c) Rock the torso left and right four times, going to between 14° and 16° to thevertical.

d) Apply a small rearwards force to the upper torso while maintaining the smallrearwards force to the lower torso, to return the upper torso to the seat back.

e) Slowly remove this force.f) For testing without a table, rest the ATD's hands on its thighs with its elbows

touching the seat back.g) If seated at a table, rest the ATD’s hands on the table top, with the arms aligned

with the longitudinal axis of the dummy, palms down and with the wrist bolt inline with the edge of the table.

h) Push the feet 10 mm rearwards and adjust them so they lie flat on the floor.



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i) Adjust the heels so they have the same longitudinal position.j) Ensure the separation between the knee centre lines is (170±10) mm for a 50th

percentile ATD. For a 95th percentile ATD, this separation is (190±10) mm.k) Ensure that the head transverse instrumentation platform is within ±2.5° of the

horizontal.

H.3.2 If it is intended to use a physical test to validate a simulation, the position of the ATDshall be recorded to ensure correlation between the physical and simulated tests. Inorder to achieve this, either:

a) Use the H point method:

i) Establish the seat H point using the SAE J826 procedure.ii) After positioning the ATD in accordance with H.3.1, measure the ATD H

point position and compare to the seat H point value. If the ATD value isoutside the tolerance of ±13 mm longitudinally and/or vertically with respectto the seat H point, adjust the pelvic position until within the tolerance andfollow steps H.3.1b) to k) to reposition the other parts of the ATD.

iii) Measure the ATD H Point and check that it is within the tolerance. Ifnecessary, repeat the positioning procedure. If it is not possible to positionthe ATD H Point within the tolerance relative to the seat H point, place theATD as close as possible and record the position.

Orb) Measure the position of the ATD in accordance with J.3.

H.3.3 Where it is not possible to correctly position 95th percentile ATDs for dynamicstructural integrity testing, it is permissible to use 50th percentile ATDs, ballasted tothe mass of a 95th percentile ATD as follows:

a) For forward tests, the ballast mass shall be placed in line with the pelvis and theATD positioned to bring the knees in line with those of the outer ATDs.

b) For rearward tests, the ballast mass shall be placed on the ATD chest.

Guidance

G H.3.4 The use of seat-back footrests is an open point.

G H.3.5 The H point method was designed for automotive seats and may not always besuitable for rail vehicle seats.

G H.3.6 The size and relative inflexibility of the 95th percentile ATD means that for someseats, for example triple seats for commuter stock, it is not possible to correctlyposition the ATDs. When the smaller 50th percentile ATD is used ballasted to thecorrect mass, the test objective of applying a dynamic passenger load on theapplicable seat structures can be satisfied.

H.4 Virtual ATD positioning

H.4.1 Where numerical simulations are used instead of physical testing, the ATD modelsused shall be installed into the overall numerical model so as to achieve equivalencewith the physical test positioning requirements set out in H.3.1.


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H.4.2 The initial posture and positioning of numerical ATDs shall be the same as for aphysical test.

H.4.3 If the H point method is used to set up the simulation, each ATD shall be positionedin the seat so that:

a) The ATD H-point is within ±13 mm longitudinally and vertically and ±0.1 mmlaterally of the seat H point, determined following the SAE J826 procedure.

b) The status of the contacts between the virtual ATD and the seat can be shown tobe within realistic limits at the start of the assessment, consistent with the overallaccuracy of the simulation.

H.4.4 The numerical ATD model position relative to its seat, when compared to themeasured data obtained for the physical dummy, shall be within the same toleranceranges as the measurement accuracy set out in Appendix J.

H.4.5 Data demonstrating the correct positioning of virtual ATDs shall be included in anyreport or documentation for the numerical simulation.

H.5 Instrumentation

H.5.1 Measuring instruments and instrumentation cabling shall not in any way affect themovement of the ATD during impact.

H.5.2 The temperature of the system of measuring instruments shall be stabilised beforethe test and maintained within a range between 19°C and 26°C.



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Appendix J Measurements and data for dynamic testing

J.1 General

J.1.1 Prior to testing, the test arrangement shall be marked up and measured as detailed inthis appendix.

J.1.2 Where only a physical test is required, with no need to assess the correlation betweenphysical and simulated tests, the requirements of J.4 need not be applied.

J.1.3 Where numerical simulations are used, the equivalent data points on the numericalmodel shall be reported and/or monitored so as to achieve equivalence with thephysical test requirements set out in this Annex.

J.2 Motion analysis and contact point markings

J.2.1 As a minimum, motion analysis target points or strips shall be positioned on eachATD at:

a) The ankle, knee, wrist, elbow and shoulder joints;b) The H point;c) The centre of gravity of the head;d) Additional points on the head, to evaluate axial rotations; ande) The upper and lower thorax, to have an approximation of torso inclination.

J.2.2 Anticipated points of contact on the ATD, seats and/or tables shall be marked with anon-permanent, transferable marker; for example, a non-setting paint. Each contactmarker shall be coloured so as to enable different contacts to be identified.

J.3 Minimum ATD position measurements

J.3.1 Using a fixed datum on the fixed seat structure, the following ATD reference positionsshall be measured and recorded longitudinally, laterally and vertically:

a) The H-Point (see Figure 6).b) The centre of gravity of the head.

J.3.2 Measurements defining the ATD position relative to the seat shall be made to anaccuracy of ±5 mm.

J.3.3 The datum point shall be recorded.

J.3.4 The ATD pelvic angle shall be measured relative to the horizontal plane.


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Figure 6: H-point location on ATD

J.4 ATD measurements and data

J.4.1 The measurements to be recorded shall be taken as a series of x, y, z coordinatesreferenced to a datum point on the fixed seat structure or on the test apparatus.

J.4.2 Measurements shall be to an accuracy of ±0.15 mm or better, and a repeatability of±0.15 mm or better.

J.4.3 The following shall be recorded for each ATD:

a) If used, the position of the H-point derived from the SAE J826 procedure.b) The position of the H-point derived from the ATD.c) The centre of gravity of the head on its lateral plane.d) The pelvic angle, using the pelvic angle measuring gauge.e) The position of the heels of the shoes.



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f) Where the feet are on footrests, the angle of the foot.g) The locations of the hands and wrists.h) The locations of the ankles.i) The location of all motion analysis targets.j) The overall ATD position, by taking a continuous stream of coordinates at a

spacing not greater than 25 mm along the centre lines of:

i) The head and thorax.ii) The upper and lower legs.iii) The upper and lower arms.

Guidance

G J.4.4 It is permissible to use a multi-axis measuring arm, a laser scanner or similar devicesfor this purpose.

J.5 Seat geometry measurements

J.5.1 The following points and/or positions on the seat assemblies shall be recorded:

a) The height of the top of the seat base cushion from the floor at the front edge ofthe seat.

b) The lowest most height of the seat shell or supporting structure at the front of theseat from the floor.

c) The angle of the seat base cushion from the horizontal, and the length of thecushion from the front of the seat to the intersection point of the back cushionand the base cushion.

d) The angle and length from the top of the seat base cushion at the front of theseat to the underside of the seat pan or supporting structure at the front of theseat. This represents the position of tibia impact when considering open bay seatarrangements.

e) The angle of the seat back cushion to the vertical.f) The vertical distance from the top of the seat back to the floor.g) The horizontal distance from the front of the seat base cushion to the rearmost

location of the main seat shell or supporting structure; this is known as the seatfootprint.

h) When the seats are located in rows, the distance between seats, measured as thedistance from the vertical seat back to the corresponding point on the seat infront.

i) When the seats are arranged in bays, the distance between the seat back (that is,the top of the seat at the rearmost location of the main seat shell or supportingstructure) and the corresponding location of the seat on the other side of the seatbay.

j) When the seats are arranged in bays, the distance between the front edges of theopposing seat base cushions.

k) Where armrests are fitted, the length of the armrest from its fulcrum to the frontedge.


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J.6 Table geometry measurements

J.6.1 The following points and/or positions on the table assemblies shall be recorded:

a) The height above floor level to the upper surface of any fixed or deployable seatback table, in the deployed position.

b) The height above floor level to the under surface of any fixed or deployable seatback table in the deployed position. This shall also include the dimensions of allsupporting structures and framing members, and the profile of the table edge.

c) The table width at the bodyside and any variation in width across the table.d) The horizontal distance from the vertical edge of the table to the front edge of the

base cushion for the seat under consideration.e) The horizontal distance between the table edge at the top of the table and the

ATD’s abdomen or thorax, as appropriate.f) The height from the top of the seat base cushion to the underside of the fixed or

deployable table.g) For seats in a unidirectional configuration with seat back tables:

i) The width of the table.ii) The horizonal distance from the rear edge of the table top to the

corresponding position on the seat back shell.h) Where appropriate, the hinge positions for folding tables.



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Appendix K Injury criteria assessment

K.1 General

K.1.1 The injury criteria and associated limiting values in this appendix have beendetermined specifically for the seat and table tests set out in this document; theyshall therefore not be used for any other types of injury assessment withoutsupporting evidence of their suitability.

K.1.2 All measurements shall be taken in accordance with the positive sense foraccelerations and force directions, and with the filtering specified in SAE J211-1.

K.1.3 The injury criteria in this Appendix shall be selected according to the type ofinstallation being assessed, previous test experience and initial test results or testobservations.

K.1.4 Following a dynamic test (or equivalent simulation) the injury criteria shall beevaluated from the recorded data and an assessment made of the results obtained.

K.1.5 The injury criteria assessment shall:

a) Assess the test equipment, test conditions, instrumentation characteristics andmeasurement accuracy and any other relevant parameters;

b) Account for any anomalies observed during testing due, for example, to loss ofcontainment or unforeseen contact by the ATD against the items forming the testassembly; and

c) Conclude whether the results obtained are satisfactory or not with respect to theobjectives of the test and the injury criteria specified.

Guidance

G K.1.6 The injury criteria are intended to be measured according to established European orinternational standards and testing protocols.

G K.1.7 It is permissible to make reference to previous testing or other relevant data indetermining the acceptability of the results.

K.2 Head

K.2.1 The head injury criterion (HIC) shall not exceed a value of 500 over any time intervalof 15 ms.

K.2.2 The HIC shall be calculated using the following formula:

HIC = (t2 − t1)( ∫t1

t2AR d t

(t2 − t1) )2.5

Where:

t1 represents the start of the time interval

t2 represents the end of the time interval


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AR is the resultant acceleration

And:

AR = AX2 + AY

2 + AZ2

Where: AX, AY, AZ represent the accelerations in the X, Y and Zdirections.

K.2.3 The maximum acceleration of the head shall not exceed 80 g for more than 3 ms.

Guidance

G K.2.4 The European Directive 96/79/EC refers to this parameter as the head performancecriterion (HPC); the calculation is the same.

G K.2.5 The limit value of 500 is considered to be sufficient for passengers to be able toevacuate a vehicle unassisted, if required, after a collision or derailment.

G K.2.6 The 15 ms time window relates to the original biomechanical testing used to establishthe HIC as an injury criterion commonly accepted for impacts against fixed surfaces.

G K.2.7 The 80 g maximum acceleration criterion is derived from biomechanical test dataand relates to a 20% risk of skull fracture.

K.3 Neck

K.3.1 The bending moment of the neck in flexion (MY) shall not exceed 310 Nm.

K.3.2 The bending moment of the neck in extension (MY) shall not exceed 135 Nm.

K.3.3 The peak tensile force on the neck (FZ) shall not exceed 4170 N.

K.3.4 The peak compressive force on the neck (FZ) shall not exceed 4000 N.

K.3.5 At any point in time the neck injury criterion (Nij) shall not exceed 1.0.

K.3.6 Nij shall be calculated using the following formula:

Nij = (FZ / FZC) + (MYOC / MYC)

Where: FZC is 6806 N when FZ is tensileFZC is 6160 N when FZ is compressiveMYC is 310 Nm when MY is in flexionMYC is 135 Nm when MY is in extensionFZ and MYOC are derived from the ATD instrumentation.

Guidance

G K.3.7 These criteria are derived from American Federal Motor Vehicle Safety Standards(FMVSS), which require calculation of neck bending moment at the occipital. Theoccipital is offset from the upper neck load cell in an ATD, and therefore a geometric



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correction factor is required; this depends on which ATD is used (these are taken fromthe Hybrid III 50th percentile ATD user manual):

a) For the Hybrid III 50th percentile ATD, with a three-channel neck transducer:

Moment MYOC = MY (Nm) - 0.008763 (m) FX (N)b) For the Hybrid III 50th percentile ATD, with a six-channel neck transducer:

Moment MYOC (Nm) = MY (Nm) - 0.01778 (m) FX (N)

K.4 Upper chest (thorax)

K.4.1 The maximum resultant chest acceleration (Amax) shall not exceed 60 g over any 3ms interval.

K.4.2 If a standard ATD is used, this gives a single chest deflection measurement.

K.4.3 The maximum chest deflection (Dmax) shall not exceed 63 mm.

K.4.4 The viscous criterion (V*C) at any time t shall not exceed 1.0 m/s.

K.4.5 V*C shall be calculated using the following formula:

V * C = 1.3 × V (t) × C(t)

Where: V(t) is the instantaneous chest velocity (m/s)C(t) is the instantaneous chest compresssion

And C(t) = D(t) / 229

Where: D(t) is the instantaneous chest deflection in mm.

K.4.6 The combined thoracic index (CTI) shall not exceed a value of 1.0.

K.4.7 CTI shall be calculated using the following formula:

CTI = ( Amax

Aint ) + ( Dmax

Dint )Where: Aint is 90 g

Dint is 103 mmAmax is defined in clause K.4.1Dmax is defined in clause K.4.3

Guidance

G K.4.8 Localised chest or rib deflection, required to evaluate the maximum chest deflection,the viscous criterion and the combined thoraxic index, cannot be reliably measuredusing standard Hybrid III instrumentation. Localised loading to the lower ribs due, forexample, to a table edge, can actually give measurements indicating chest expansion.Where this criterion is critical it is established practice to use a more applicable testdevice (see clause H.1.4).


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K.5 Lower chest (abdomen)

K.5.1 The instantaneous abdominal deflection and velocity shall be measured:

a) The V*C at any time t shall not exceed 1.98 m/s; andb) The peak abdominal compressive deflection shall not exceed 67 mm.V*C shall be

calculated using the following formula:

V * C = V (t) × C(t)

Where: V(t) is the instantaneous abdominal velocity (m/s)C(t) is the instantaneous abdominal compression

And C(t) = D(t) / DAB

Where: D(t) is the instantaneous abdominal deflectionDAB is the depth of the uncompressed abdominal device.

K.5.2 Alternatively, if a standard ATD is used, with no measurement of instantaneousabdominal deflection, it is permissible to fit the ATD with a frangible abdomen deviceto measure the maximum compression. In this case, the peak abdominal compressivedeflection shall not exceed 40 mm.

Guidance

G K.5.3 The combined measurement of V*C and peak abdominal deflection will require theuse of an alternative test device, such as the Hybrid III RS ATD, as permitted by H.1.4.

G K.5.4 The use of a frangible abdomen device is a less reliable indication of abdominal injurypotential than the viscous criterion method. It was originally intended for automotiveuse, considering the effects of seatbelts.

K.6 Leg

K.6.1 The tibial index (TI) shall be calculated using the following formula:

TI = | M (t)Mc | + | F (t)

Fc |Where Mc is 240 Nm

Fc is 12 kNM(t) is the instantaneous tibial bending momentF(t) is the instantaneous tibial compressive force.

K.6.2 The maximum tibial compressive force shall not exceed 8 kN.

K.6.3 The peak femur compressive force shall not exceed 4.3 kN and the TI at any time tshall not exceed a value of 1.3. It is permissible for the femur compressive force toexceed 4.3 kN up to a maximum value of 5.7 kN subject to the maximum permissibleTI value linearly decreasing from 1.3 to 1.0 over the range 4.3 to 5.7 kN (see Figure 7).

K.6.4 The maximum knee displacement shall not exceed 16 mm.



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Figure 7: Leg injury criteria

Guidance

G K.6.5 The objective in setting leg injury criteria is for the femur and tibia injury criteria to beset at a level where the passenger is considered to be still able to leave the vehiclewith little or no assistance.

G K.6.6 The limiting values have been derived from sled test results and from anunderstanding of what is practical and achievable for railway seats using existingtechnologies. It is however considered desirable for future designs that the femurload is limited to 4 kN and the TI to 1.0 which is considered to correspond to a‘Moderate’ injury (20% risk of an Abbreviated Injury Score (AIS) of 2 or worse, whereAIS 2 represents an injury requiring brief hospitalisation but no long term effects).

G K.6.7 The 4.3 kN femur axial load threshold represents the failure load at the hip (mean – 1standard deviation) and 5.7 kN the mean value (Rupp et al 2002). For comparison, 6kN is the corresponding axial failure load for the femur (mean – 1 standarddeviation), 7.6 kN the mean (Rupp et al 2002).

G K.6.8 Revised intercept values for the TI are specified, Mc = 240 Nm and Fc = 12 kN(Schreiber et al, 1997). The TI was formerly calculated using Mc = 225 Nm and Fc =35.9 kN. The more significant change is in the value of MC, since for railwayapplications the tibial axial force levels seen are generally very low.

G K.6.9 A direct shin load is not measurable using current instrumentation and where the ATDlegs make direct contact with a seat base the TI could, in some circumstances, bemisleading. Test experience however shows that a high TI is indicative of a highprobability of injury and an unsatisfactory design.


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Appendix L Residual space

L.1 Introduction

Guidance

G L.1.1 In this appendix, residual space is defined primarily in the context of the dynamicseat and table tests described in sections A.12.6 and A.13.3, and Appendix F.

G L.1.2 BS EN 15227:2008+A1:2010 (or BS EN 15227:2020 when published) sets out moregeneral criteria for passenger areas relating to permissible levels of deformation inthe primary structure.

G L.1.3 It is good practice to ensure that there is no conflict between the generalrequirements and the specific requirements in this appendix.

L.2 Residual space envelopes for seated passengers

L.2.1 Reference residual space envelopes shall be constructed according to the dimensionsshown in Figure 8 and Table 5.

Figure 8: Reference residual space envelopes



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ATD Dimension DesignationLetter

95th

percentilemale (mm)

5th percentilefemale (mm)

Total sitting height A 935 787

Shoulder pivot height B 549 445

Thigh clearance F 168 127

Buttock to knee length K 638 533

Popliteal height L 470 366

Buttock popliteal height N 503 427

Chest depth O 246 183

Table 5: ATD dimensions for construction of residual space envelopes

Key See Table 5 for dimensions in brackets

a Seat depth

h Seat height

β Seat back angle

X1 Maximum of (K) and (a + (K) - (N))

X2 Chest depth (O)

Y1 Seat height + thigh clearance: Maximum of (h + (F)) and ((L) + (F))

Y2 Shoulder pivot height: (B) + 50 mm

Y3 Total sitting height (A)

R1 0.5 × (thigh clearance (F))

Guidance

G L.2.2 For a 95th percentile male ATD, if the minimum PRM TSI seat height of 430 mm isassumed, Y1 will be the sum of the popliteal height (470 mm) and the thigh clearance(168 mm), giving 638 mm. For a 5th percentile female ATD, for the same seat, Y1 willbe the sum of the seat height (430 mm) and the thigh clearance (127 mm), giving557 mm.

L.3 Determination of residual space for seated passengers

L.3.1 Where it is required to maintain a residual space envelope, this shall be demonstratedeither:

a) By analysis of dynamic assessment data, determining the minimum seat spacingor pitch required to ensure that the residual space envelope required can bemaintained throughout the dynamic event; or


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b) By demonstrating, for a predetermined seat layout, that the residual spaceenvelope is maintained throughout the dynamic event. This could use, forexample, video analysis with marked limits or measurements.

L.3.2 Where it is not possible to demonstrate that the residual space envelopes defined canbe maintained under dynamic conditions using the methods set out in clause L.3.1, itis permissible to use one of the following methods, or a combination of these, todetermine that sufficient residual space is maintained:

a) Include a 95th percentile male ATD or dimensionally equivalent dummy in arearward dynamic test. In this case, it shall be demonstrated after testing that:

i) The dummy has not been compressed or penetrated by any adjacent parts;and

ii) The dummy can be removed by hand without removing seats, tables orother items.

b) Include a 5th percentile female ATD or dimensionally equivalent dummy in arearward dynamic test. In this case, it shall be demonstrated after testing that thedummy has not been compressed or penetrated by any adjacent parts.

c) Use measurement, simulation or calculation, using the true geometry of the ATDcorresponding to the residual envelope required.



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Definitions

access panel A panel or other part which can be opened or removed formaintenance using handles, a key or other simple hand tools.

Anthropomorphic TestDevice (ATD)

Anthropomorphic test devices (ATDs) are full-scale crash testdummies that simulate the dimensions, articulation and massdistribution of the human body, and are usually instrumented torecord acceleration, force and displacement data in simulatedvehicle impacts.

bodyside window Any window on the side of a vehicle, including cab side windowsand windows in external doors, behind which a person may belocated.

buffers The fittings on the end of a railway vehicle, mounted at the sidesas separate units, designed to enable longitudinal compressiveforces to be transferred between adjacent vehicles.

coupler The element which mechanically connects the vehicles together.

coupling system The mechanical system, including buffers (where fitted), drawgearand gangway (where fitted), that connects two rail vehiclestogether, and the electrical and pneumatic connections (wherefitted) between vehicles.

crush Equivalent to "mass under exceptional payload" as defined inBS EN 15663:2017+A1:2018. For passenger vehicles this isnormally fully seated with standing passengers at a densityappropriate to the vehicle type and operational route. For freightvehicles this is the same as laden.

Note: This term may be applied equally to design mass andoperational mass, although there may be differences inpractice.

Note: For trains with fully reserved seating, such as Eurostaroperation, there will be no standing passengers.

drawgear A set of fittings used to connect railway vehicles for the purpose oftransmitting longitudinal forces between adjacent vehicles;connection can be made manually or automatically.

external door A door on the side or end of a vehicle which provides accessbetween the outside and the inside.

failure Structural defect or defects, which render the vehicle no longer safefor normal operation.

Note: Failure can arise from overload, fatigue loads,corrosion, degradation or any combination of these.

free flight velocity The final or terminal velocity of an unrestrained object, whensubjected to a given acceleration or acceleration pulse.


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freight vehicle or wagon Vehicles designed and used for carrying payloads which do notinclude people.

fully-overlapping table A table where the overlap from the seat centre-line to the lateraledges of the table is greater than 160 mm in both transversedirections.

gangway A throughway between two adjacent vehicles.

grab handle A short handrail provided for passenger support, typically intendedfor a single user.

grab pole A predominantly vertical handrail provided for passenger support,typically of sufficient height for a number of passengers’ use.

grab rail A predominantly horizontal handrail provided for passengersupport, typically of sufficient length for a number of passengers’use.

handhold A shaped protrusion, typically fitted to seat backs, to providepassenger support but with limited grip compared to a grabhandle, grab rail or grab pole.

handrail A continuous component provided for passenger support.

interior Those areas of a vehicle, including all surfaces, furniture, fixturesand fittings, furnishings and other equipment, which are accessibleto passengers, traincrew and personnel.

interior door A door which provides access from one part of the vehicle interiorto another part.

interlayer A layer or material acting as an adhesive and separator betweenplies of glass or plastic glazing material which can also giveadditional performance such as impact resistance.

jacking The action of raising a vehicle or part of a vehicle by pushingupwards from underneath using appropriate equipment such asjacks.

jacking or lifting point Designated location or housing designed for supporting the weightof a vehicle, or part of a vehicle, when using lifting jacks, liftingbrackets and slings, or other means of vertical or horizontalsupport.

laminated safety glass A sandwich construction comprising layers of glass or plasticglazing material joined together with one or more interlayers,where, in the case of breakage, the interlayer(s) retains the glassfragments, limits the size of any opening, offers residual resistanceand reduces the risk of cutting or piercing injuries.

lifting The action of raising a vehicle or part of a vehicle by pullingupwards from above using appropriate equipment such as cranes.

luggage rack Rack provided at ceiling height intended for stowing of relativelylight weight passenger items such as briefcases, holdalls and coats.



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luggage stack A floor mounted unit intended for stowing relatively heavy items ofpassenger luggage such as suitcases.

multiple seats any group of seats which share common structures, sub-structuresor attachments, resulting in individual seat loadings acting incombination.

Open Point Parameters that have been formally identified as in scope of a TSIor Railway Group Standard for which no common requirement hasbeen agreed.

open wide gangway A throughway between two adjacent vehicles without internaldoors between the gangway and passenger areas and where theinternal width exceeds 1000 mm in part or in full.

partially-overlapping table A table that is neither a side table nor a fully-overlapping table.

post-yield plasticity The ability of a material to continue deforming in a plastic mannerafter it has reached yield point, rather than suddenly fracturing.

primary impact The original or initial impact of a colliding vehicle with anothervehicle or object.

primary structures For the purposes of this document, primary structures areconsidered to be those elements of a vehicle whose primarypurpose is to withstand or distribute the loads seen in normaloperation and in exceptional circumstances such as collisions orderailments. Primary structural elements include:

a) Bodyshellb) Bogiesc) Structural elements required for crashworthinessd) Couplers and drawgeare) Equipment rafts and casesf) Jacking and lifting features

rail vehicle A vehicle designed for operation on a railway, excluding those usedwithin a possession only.

recovery The process of clearing the railway line of a vehicle that has beenimmobilised as a result of collision, derailment, accident or otherincident.

rigid material a material, used in the vehicle interior, with a Shore 'A' hardnessabove 50.

seat zone The area occupied by a seated passenger bounded by thepassenger’s seat and any table or seat situated in front, oppositeand adjacent, or the area occupied by a seated crew memberbounded by the crew member’s seat and any table, console orstructure in front.


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secondary impact Impacts which are provoked as a consequence of the primaryimpact, such as passengers impacting other passengers orimpacting interior features of the vehicle.

secondary structuralelements

For the purposes of this document, secondary structural elementsare considered to be those elements of a vehicle which interfacedirectly with passengers or traincrew. Secondary structuralelements include:

a) Windscreensb) Windowsc) Doorsd) Gangwayse) Interiors, for example, seats, tables, panelling and

partitions.

side table A small table where the distance from the seat centre-line to thelateral edge of the table is greater than or equal to 160 mm.

significant permanentdeformation

Non-elastic deformation of a structure which results in permanentdisplacement from its normal position.

Note: Such displacement could be either visible or such thatthe structure's normal function is adversely affected.

spalling The detachment of particles or spall from the inner face of thewindscreen or window, when the outer face is subject to impact.

survival space The minimum space occupied by a person necessary for thatperson to survive.

tare Equivalent to "mass in working order" as defined inBS EN 15663:2017+A1:2018.

Note: This term may be applied equally to design mass andoperational mass, although there may be differences inpractice.

tip-up seat A seat that is designed to fold away automatically when not in use.

train crew Members of the onboard staff of a train who perform designatedsafety related tasks on the train, for example the driver or guard.

transverse seat A seat, typically part of a group installed transversely across thevehicle, aligned with the longitudinal axis of a vehicle so that theoccupant is either sitting facing or back to the direction of travel.

trim panel A panel the presence or absence of which does not materiallychange the strength or stiffness of the structure to which it isattached.

windscreen A forward facing window.



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References

The Standards Catalogue gives the current issue number and status of documents published byRSSB. This information is available from http://www.rssb.co.uk/railway-group-standards.co.uk.

RGSC 01 Railway Group Standards Code

RGSC 02 Standards Manual

Documents referenced in the text

Railway Group Standards

GMRT2400 issue six Engineering Design of On-track Machines in Running Mode.

RSSB Documents

RIS-2747-RST issue one Functioning and Control of Exterior Doors on Passenger Vehicles

RIS-2780-RST issue one Rail Vehicle Structures

RIS-2790-RST issue one Compatibility of Rail Vehicle Couplings and Interconnectors

RIS-3437-TOM issue two Defective On-Train Equipment

RSSB Research Report T066(2008)

Hybrid III Rail Dummy specification


Crashworthiness of drivers' cabs: Report on consultations andrecommendations


Review of injury data and human factors in recent rail accidents:Detailed data analysis


Engineering: Requirements for train windows in passenger vehicles(Phases 1 to 7 and addendum)

RSSB Research ReportT1024 (2015)

Procedures for dealing with bodyside windows broken in service

Other References

BS 857:1967 Specification for Safety glass for land transport.

BS EN 12337-1:2000 Glass in building. Chemically strengthened soda lime silicate glass.Evaluation of conformity/Product standard.

BS EN 12337-2:2004 Glass in building. Chemically strengthened soda lime silicate glass.Definition and description.

BS EN 12663-1:2010+A1:2014

Railway applications. Structural requirements of railway vehiclebodies. Locomotives and passenger rolling stock (and alternativemethod for freight wagons).

BS EN 12663-2:2010 Railway applications. Structural requirements of railway vehiclebodies. Freight wagons.


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http://www.rssb.co.uk/railway-group-standards.co.uk

BS EN 13749:2011 Railway applications. Wheelsets and bogies. Method of specifyingthe structural requirements of bogie frames.

BS EN 14067-1:2003 Railway applications. Aerodynamics. Part 1: Symbols and units.

BS EN 14067-2:2003 Railway applications. Aerodynamics. Part 2: Aerodynamics on opentrack.

BS EN 14067-3:2003 Railway applications. Aerodynamics. Part 3: Aerodynamics intunnels.

BS EN 14067-4:2013 Railway applications. Aerodynamics. Part 4: Requirements and testprocedures for aerodynamics on open track.

BS EN 14067-5:2006+A1:2010

Railway applications. Aerodynamics. Part 1: Requirements and testprocedures for aerodynamics in tunnels.

BS EN 14067-6:2018 Railway applications. Aerodynamics. Part 1: Requirements and testprocedures for cross wind assessment.

BS EN 14752:2019 Railway applications. Body side entrance systems for rolling stock.

BS EN 15152:2019 Railway applications. Front windscreens for train cabs.

BS EN 15227:2008+A1:2010

Railway applications. Crashworthiness requirements for railwayvehicle bodies.

BS EN 15551:2017 Railway applications. Railway rolling stock. Buffers.

BS EN 15663:2017+A1:2018

Railway applications. Vehicle reference masses.

BS EN 16186-1:2014+A1:2018

Railway applications. Driver's cab. Anthropometric data andvisibility.

BS EN 16186-2:2017 Railway applications. Driver's cab. Integration of displays, controlsand indicators.

BS EN 16186-3:2016+A1:2018

Railway applications. Driver's cab. Design of displays.

BS EN 16186-4:2019 Railway applications. Driver's cab. Layout and access.

BS EN 16286-1:2013 Railway applications. Gangway systems between vehicles. Mainapplications.

BS EN 16404:2016 Railway applications. Re-railing and recovery requirements forrailway vehicles.

BS EN 16585-2:2017 Design for PRM use. Equipment and components onboard rollingstock. Part 2: Elements for sitting, standing and moving.

BS EN 1863-1:2011 Glass in building. Heat strengthened soda lime silicate glass.Definition and description.

BS EN 1863-2:2004 Glass in building. Heat strengthened soda lime silicate glass.Evaluation of conformity. Product standard.



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BS EN 45545-6:2013 Railway applications. Fire protection on railway vehicles. Firecontrol and management systems.

BS EN 572-1:2012+A1:2016 Glass in building. Basic soda-lime silicate glass products. Definitionsand general physical and mechanical properties.

BS EN 572-2:2012 Glass in building. Basic soda-lime silicate glass products. Float glass.

BS EN 572-3:2012 Glass in building. Basic soda-lime silicate glass products. Polishedwired glass.

BS EN 572-4:2012 Glass in building. Basic soda-lime silicate glass products. Drawnsheet glass.

BS EN 572-5:2012 Glass in building. Basic soda-lime silicate glass products. Patternedglass.

BS EN 572-6:2012 Glass in building. Basic soda-lime silicate glass products. Wiredpatterned glass.

BS EN 572-7:2012 Glass in building. Basic soda-lime silicate glass products. Wired orunwired channel shaped glass.

BS EN 572-8:2012+A1:2016 Glass in building. Basic soda-lime silicate glass products. Suppliedand final cut sizes.

BS EN 572-9:2004 Glass in building. Basic soda-lime silicate glass products. Evaluationof conformity/Product standard.

BS EN ISO 12543-1:2011 Glass in building. Laminated glass and laminated safety glass.Definitions and description of component parts.

BS EN ISO 12543-2:2011 Glass in building. Laminated glass and laminated safety glass.Laminated safety glass.

BS EN ISO 12543-3:2011 Glass in building. Laminated glass and laminated safety glass.Laminated glass.

BS EN ISO 12543-4:2011 Glass in building. Laminated glass and laminated safety glass. Testmethods for durability.

BS EN ISO 12543-5:2011 Glass in building - Laminated glass and laminated safety glass.Dimensions and edge finishing.

BS EN ISO 12543-6:2011 Glass in building - Laminated glass and laminated safety glass.Appearance.

Directive 74/60/EEC Council Directive 74/60/EEC of 17 December 1973 on theapproximation of the laws of the Member States relating to theinterior fittings of motor vehicles

Directive 96/79/EC Directive 96/79/EC of the European Parliament and of the Councilof 16 December 1996 on the protection of occupants of motorvehicles in the event of a frontal impact and amending Directive70/156/EEC

Freight Wagons TSI(WAG TSI)

Commission Regulation (EU) No 321/2013 concerning thetechnical specification for interoperability relating to the


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subsystem ‘rolling stock ‒ freight wagons’ of the rail system in theEuropean Union and repealing Decision 2006/861/EC.

Health and Safety at WorkAct (HASAWA)

Health and Safety at Work etc. Act 1974.

Locomotives and PassengerRolling Stock TSI(LOC & PAS TSI)

Commission Regulation (EU) No 1302/2014 concerning a technicalspecification for interoperability relating to the ‘rolling stock ‒locomotives and passenger rolling stock’ subsystem of the railsystem in the European Union.

MIL-S-13192P (1994) Department of Defense, Military Specification, Shoes, Men's Dress,Oxford, Amendment 1.

PD CEN/TR 17373:2019 Railway applications. Railway rolling stock. Investigation of vehiclesposition on the reverse curve tracks during running and calculationof buffer overlap.

Persons with ReducedMobility TSI (PRM TSI)

Commission Regulation (EU) No 1300/2014 on the technicalspecifications for interoperability relating to accessibility of theUnion's rail system for persons with disabilities and persons withreduced mobility.

RAIB Report 20/2008 Derailment at Grayrigg 23 February 2007, v5 July 2011.

Regulation ECE 21 (1993) E/ECE/TRANS/505, Regulation No. 21. Uniform provisionsconcerning the approval of vehicles with regard to their interiorfittings.

Regulation ECE 94 Revision1 (2007)

E/ECE/TRANS/505, Regulation No. 94. Uniform provisionsconcerning the approval of vehicles with regard to the protectionof the occupants in the event of a frontal collision.

Regulations concerning theInternational Carriage ofDangerous Goods by Rail(RID)

Convention concerning International Carriage by Rail (COTIF) -Appendix C: 1 January 2019, plus list of corrections NOT-RID-19004 08.03.2019

Rupp et al 2002 Stapp Car Crash Journal, Vol.46, November 2002, pp 211-228: TheTolerance of the Human Hip to Dynamic Knee Loading.

SAE J211/1 (2014) Society of Automotive Engineers. Surface Vehicle RecommendedPractice. Instrumentation for Impact Test - Part 1- ElectronicInstrumentation.

SAE J826 (2015) Society of Automotive Engineers. Surface Vehicle Standard.Devices for Use in Defining and Measuring Vehicle SeatingAccommodation.

Schreiber et al, 1997 IRCOBI Conference Proceedings, Hanover, September 1997, pp99-113: Static and Dynamic Bending Strength of the Leg.

UIC 651:2002 Layout of driver's cabs in locomotives, railcars, multiple unit trainsand driving trailers, edition 4.

UIC IRS 50564-3:2018 Railway application - Rolling stock - Passive safety.



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